When Honeywell announced at last year’s NBAA Convention in Orlando its intention to build the HTF10000, a 10,000-pound-thrust turbofan engine for super-midsize to large business jets, its Tech 7000 engine demonstrator was in test with a variety of technologies running.
In a study released today entitled “The Market for General Aviation/Utility Aircraft 2007-2016,” Forecast International said it anticipates a decline in corporate demand for twin turboprops in favor of the fractional ownership of turbofan-powered aircraft. Further, it expects this trend to accelerate as more sub-$4 million very light jets are delivered.
For many years, the one market segment that General Electric’s turbine engine-manufacturing business didn’t serve was aircraft that use smaller turboprop engines. But that is changing; GE announced yesterday that it is buying Czech engine manufacturer Walter Engines. Based in Prague, Walter has manufactured more than 37,000 aircraft engines since 1923.
Cessna 208B Caravan, Globe, Ariz., July 22, 2005–The NTSB determined that the probable cause of the crash of Caravan N717BT was the fatigue failure of the compressor turbine stator vane, the liberation of vane material into the compressor turbine (damaging the turbine blades downstream) and the total loss of engine power.
Flight-testing of the Boeing 787 electro-thermal wing ice-protection system, jointly devised by Boeing, GKN Aerospace and Ultra Electronics, is to begin following completion of ground trials in the Boeing research aircraft-icing tunnel. Used for the first time in a U.S.
German-based MTU Aero Engines is to build a new low-pressure turbine factory in Rzeszów, southeast Poland. MTU Aero Engines Polska will develop and produce rotor and stator blades for low-pressure turbines as well as assemble those turbines. It will also repair parts. Construction will start this fall and will launch production early in 2009. MTU will invest €50 million ($65 million) over three years.
Confidence in Pratt & Whitney’s geared turbofan (GTF) program is such that company president Steve Finger is talking about a potential widebody application for the engine. “We’re looking at that for late next decade,” he told Aviation International News.
Having passed responsibility for an engine for the planned Bombardier C Series 110- to 149-seat jetliner to its U.S. parent, Pratt & Whitney Canada (P&WC) says time devoted to the exercise has not been wasted. Rather, it is contributing to work on a 10,000- to 14,000-pound-thrust design–dubbed X10–aimed at a future generation of large business and corporate jets.
Visitors to Alenia Aermacchi, part of the Finmeccanica stand here at Le Bourget, will find the same M-311 lightweight jet basic/advanced trainer avionics demonstrator the company showed two years ago. However, the program has moved forward since then, with advancements in both the commercial and technical fields.
Phoenix-based engine and avionics manufacturer Honeywell says its 10,000-pound-thrust engine contender is well under way. Ron Rich, the company’s director of advanced technologies, told AIN that parts for the company’s HTF10000 demonstrator have already been ordered, with the core engine expected to be operational by the end of next year.