Signal Technician, Author at Engine Alliance

SINGAPORE Emirates, the Dubai-based international airline, today signed a Memorandum of Understanding (MOU) with the GE-P&W Engine Alliance for its GP7000 family of engines to power 22 firm and 10 option Airbus A380-800 aircraft.

Emirates Chairman, HH Sheikh Ahmed bin Saeed Al Maktoum, signed the MOU at the Asian Aerospace Show in Singapore to buy the engines, which have a list price, including options, of approximately $1.5 billion (US). Also signing the agreement was Lloyd Thompson, president of the GE-P&W Engine Alliance.

Sheikh Ahmed said: “As Emirates grows to become a truly global airline, we need an engine to power our future A380 flagship over the world’s biggest air routes. After exceptionally exhaustive studies of the various engines on offer, we have selected the Engine Alliance GP7000 as the one best suited to our present and future network.

“The GP7000 proudly bears the pedigree of two world leaders in engineering, and its specification, projected performance and price combined to convince us that it is the best deal for Emirates – technically, operationally and commercially.”

Comprehensive negotiations are now taking place between Emirates and the Engine Alliance to finalize the General Terms Agreement (GTA).

The Emirates order is for GP7270 engines rated at 70,000 pounds (311 kN) of thrust powering 20 A380-800 passenger variant aircraft and GP7277 engines rated at 76,500 (340 kN) pounds of thrust powering the two freighters it has ordered.

Emirates was the world’s first airline to place firm orders for the A380 and the first to put down a deposit, making its commitment at Britain’s Farnborough Air Show. The airline now becomes the second customer for the GP7000 family, following Air France’s launch order for 10 firm aircraft in May 2001.

At last year’s Dubai Air Show, Emirates unveiled a stunning $15 billion (US) fleet expansion, increasing its A380s to 22 plus 25 new Boeing 777s, eight A340-600s and three A330s – a total of 58 aircraft and the largest order ever placed by the airline.

With the Emirates selection, the Engine Alliances GP7000 engine family now leads in engine orders on the A380 among airline customers, with 32 firm aircraft.

Emirates expects deliveries of its A380s to start from September 2006. By then, as one of the world’s fastest-growing, most profitable, and innovative airlines, Emirates expects to be flying more than twice as many passengers as currently to all five continents, with the super-jumbo A380 operating the world’s major routes from Dubai to Europe, Asia, Australia, and North America. Shiekh Ahmed described the Airbus A380 as the “aircraft of tomorrow, whose time has come today.”

“This selection continues the success story of the Engine Alliance, Thompson said. GE Aircraft Engines (GEAE) and Pratt & Whitney (P&W) are setting new standards with this joint venture, and we couldnt be happier with our progress.

“We are extremely pleased that Emirates has chosen the Engine Alliance to power its A380 aircraft,” said David Calhoun, president and chief executive officer of GEAE. “The Engine Alliance has a terrific engine and the team is looking forward to working closely with Emirates.

“Emirates has picked a truly great engine in the GP7000 family,” said Louis R. Chênevert, president of P&W. “It combines the best technologies of two world leaders in propulsion to give the airlines outstanding value on their A380s.”

The GP7000 offers the best combination of reliability and value, and is designed to deliver the lowest cost of ownership from service entry on the long-range missions of the A380, while achieving outstanding time on-wing. It benefits from the heritage of the GE90 and PW4000 families, which have accumulated 5.5 million hours in commercial service, while adding new technology.

The GP7000 has begun development and verification testing, including two core engines which demonstrated stall-free high-efficiency performance of the High Pressure Compressor (HPC). Component tests are ongoing, with the third core engine slated to go to test early next year to continually improve performance and mature technology. Aerodynamic rig tests of the two-stage high-pressure turbine (HPT) began in January 2002 and will follow with annular combustor sector rig tests to evaluate emissions and altitude relight characteristics.

P&W has successfully tested a 42-percent-scale GP7200 swept fan blade design on its Advanced Technology Fan Integrator (ATFI) demonstrator engine. Derived from three million hours of service experience on the PW4000-powered Boeing 777, the GP7200 hollow titanium fan blade with “swept” aerodynamics will have the same durability as the very successful PW4000 113-inch hollow titanium radial fan blade. The new blade design allows the Engine Alliance to deliver the quietest and best performing engine for the A380.

The Engine Alliance will begin detailed engine design in December 2002 and will run the first full engine test in second quarter of 2004. Current plans call for the type design to accumulate over 23,000 endurance cycles and 7,200 hours of operation on eight test engines prior to entry into service, exceeding normal standards for ETOPS-qualified engines.

The GP7200 is scheduled to be certified at 81,500 pounds takeoff thrust by the U.S. Federal Aviation Administration (FAA) and the Joint Aviation Authorities (JAA) of the European Economic Community in mid-2005. First flight on the A380 is scheduled for January 2006, followed by entry into service later that year.

Within the Engine Alliance, P&W is responsible for the fan, low pressure compressor, low pressure turbine, and accessory gearbox modules; GEAE is responsible for the engine core (HPC, combustor, and HPT) and control system modules.

The Engine Alliance, a 50/50 joint venture between GE Aircraft Engines and Pratt & Whitney, was formed in August 1996 to develop, manufacture, sell and support a family of modern technology engines for high-capacity, long-range aircraft. GEAE’s share participants are Snecma Moteurs of France and MTU of Germany, while Pratt & Whitney has also retained MTU as a share participant.

SINGAPORE – Development of the GE-P&W Engine Alliance’s advanced GP7200 engine family for the Airbus A380 is on schedule for certification in mid-2005, following successful core engine tests.

The GP7200 engine family will be certified at 81,500 pounds (363 kN) of thrust and will be offered at three thrust ratings: the GP7268 at 68,000 pounds (302 kN), the GP7270 at 70,000 pounds (311 kN), and the GP7277 at 76,500 pounds (340 kN), with potential for growth to more than 84,000 pounds (374 kN).

To date, Air France has ordered GP7270 engines to power 10 firm A380-800 aircraft, which are scheduled to begin delivery in the fourth quarter of 2006.

The Engine Alliance design strategy will provide A380 operators with a more efficient and reliable engine while meeting 21st century requirements for lower emissions, noise and fuel burn.

The GP7200 engines feature a 116-inch (295-cm) hollow titanium fan blade with “swept” aerodynamics, chosen primarily to comply with stringent noise requirements as well as for superior performance and durability. The GP7200 also incorporates a low-emissions single annular combustor that will ensure the engine meets with substantial margin the CAEP4 emissions standards of the International Civil Aviation Organisation in anticipation of more stringent future regulations. The GP7000 will reduce engine specific fuel consumption by 10 percent versus existing 747-400 powerplants, thereby decreasing overall operating costs by a significant margin.

The GP7200 offers the best combination of reliability and value, and is designed to deliver the lowest cost of ownership from service entry. Its performance will support the long-range missions of the A380, while substantially increasing time on wing.

The GP7200 benefits from the heritage of the GE90 and PW4000 families, which have accumulated 5.5 million hours in commercial service. The GP7200 has taken the base provided by these outstanding products, and added technology for customer benefit. The Engine Alliance has already begun development and verification testing, including two development core engine tests accumulating approximately 400 hours. GP7200 component tests are ongoing, with the third development core engine slated to go to test early next year as part of the GP7200 strategy to continually improve performance and mature technology.

The Engine Alliance will begin aerodynamic rig tests of the two-stage high-pressure turbine in 2002 and will follow with annular combustor sector rig tests to evaluate emissions and altitude relight characteristics. The Engine Alliance is also developing an improved powder alloy for the disk and will conduct a technology demonstration of noise-reduction chevron nozzles. If successful, the Engine Alliance will incorporate further aero refinements from a third core test in early 2003.

The Engine Alliance will begin detailed engine design in December of 2002 and will run the first full engine test in second quarter 2004. Current plans call for the type design to accumulate over 23,000 endurance cycles and 7,200 hours of operation on eight test engines prior to entry into service, exceeding normal standards for ETOPS-qualified engines. The Engine Alliance will run 9,000 cycles of testing beyond what is required for engine certification.

The GP7200 is scheduled to be certified by the U.S. Federal Aviation Administration and the Joint Aviation Authorities of the European Economic Community in mid-2005. First flight on the A380 is scheduled for January 2006, followed by entry into service later that year.

Within the GE-P&W Engine Alliance, Pratt & Whitney is responsible for the fan, low-pressure compressor, low-pressure turbine, and accessory gearbox modules, and GE Aircraft Engines is responsible for the engine core (high-pressure compressor, combustor, and high-pressure turbine) and control system modules.

Pratt & Whitney has successfully tested a 42-percent-scale GP7200 swept fan blade design on Pratt & Whitney’s Advanced Technology Fan Integrator (ATFI) demonstrator engine. Derived from three million hours of service experience on the PW4000-powered Boeing 777, the GP7200 hollow titanium fan blade with swept aerodynamics will have the same durability as the PW4000 fan blade. The new blade design allows the Engine Alliance to deliver the quietest and best performing engine for the A380.

GEAE and P&W engines have a combined record of over 250 million hours of experience on wide-body aircraft. The GP7000 family is derived from the GE90-115B and PW4000, two of the most successful wide-body engines in recent aviation history. The core, which features an advanced nine-stage high-pressure compressor, represents the latest configuration in GE’s strategic stall-free plan for compressor architecture which is common for the GP7000 and the GE90-115B.

In addition to GEAE and P&W, MTU of Germany and Snecma Moteurs of France are revenue-sharing participants in the GP7200 engine program.

The GE-P&W Engine Alliance, a 50/50 joint venture between GE Aircraft Engines and Pratt & Whitney, was formed in August 1996 to develop, manufacture, sell, and support a family of modern technology engines for new high-capacity, long-range aircraft.

LE BOURGET – Development of the GE-P&W Engine Alliance’s GP7200 engine, recently launched by Air France on the Airbus A380-800, is moving on schedule with the completion of successful core and fan tests.In April, the second full-scale core engine test was completed at GE’s Evendale, Ohio, altitude simulation facility. The core ran for more than 160 hours, meeting all performance requirements and exceeding projected operability characteristics. Testing of another engine core build is planned for 2002.In addition, successful testing of a 42-percent scale GP7200 swept wide chord fan was recently completed at Pratt & Whitney facilities in Longueuil, Quebec. The tests validated performance improvements of the 3-D aerodynamic design.”Completion of the GP7200 core and swept fan tests solidifies our confidence that the GP7200 will meet or exceed all performance requirements for the A380 aircraft,” said Lloyd Thompson, president of the GE-P&W Engine Alliance.Technology maturation programs will continue until early 2003, when the Engine Alliance is scheduled to begin detailed design work. The first full engine test is planned for 2004, and joint certification by the U.S. Federal Aviation Administration and European Joint Airworthiness Authorities is expected in mid-2005.First flight of the GP7200-powered A380 is scheduled for early 2006, with aircraft certification and entry into service planned for the end of that year.The A380 has a capacity of up to 555 passengers and a range of up to 8,000 nautical miles. The GP7200 will be certified at 81,500 pounds (362 kN) takeoff thrust to meet potential aircraft growth requirements. The engine is initially being offered at three ratings: the GP7268 at 68,000 pounds (302 kN); the GP7270 at 70,000 pounds (311 kN); and the GP7277 at 77,000 pounds (342 kN). The engine will enter service with Air France at the GP7270 thrust rating.All models will have a 116-inch-diameter fan with wide-chord, hollow titanium blades, a bypass ratio of 9 to 1, and an overall pressure ratio of 46 to 1. The engine will also incorporate a nine-stage, high-pressure compressor (HPC), a scaled derivative of the GE90 HPC. The GP7200 has a single annular combustor designed to limit emissions to 40 percent below the 1998 standards set by the ICAO, and a two-stage, high-pressure turbine (HPT) equally scaled (same scale factor as the HPC) from the GE90. Other design features include a five-stage low-pressure compressor and six-stage low-pressure turbine with advanced technology, derived from the PW4000 family.Within the GE-P&W Engine Alliance, Pratt & Whitney is responsible for the design and fabrication of the fan, LPC, LPT, and gear train, and GE Aircraft Engines is responsible for the engine core (HPC, HPT, and combustor) and control system. MTU of Germany and Snecma Moteurs of France are also revenue-sharing participants in the GP7200 program.

Evendale, Ohio / E. Hartford, Connecticut – Air France has launched the advanced GP7200 engine on the new Airbus A380-800 with an order for engines to power 10 firm aircraft scheduled to begin delivery in fourth quarter 2006. The value of the order, including option and spare engines, is nearly $900 million.

“We are extremely pleased with this order,” said Lloyd Thompson, president of the GE-P&W Engine Alliance. “We’ve been developing this engine since 1996, and we have all of the elements of a truly great powerplant. The GP7200 will provide Air France with industry-leading fuel efficiency and reliability and the best overall cost of ownership on the A380.”

The GP7200 core, which is a scaled version of that being developed for the GE90-115B, recently completed its second full-scale test, meeting all performance requirements and exceeding projected operability characteristics. Another build is planned for testing in 2002.

Successful testing of a 42 percent scaled GP7200 swept wide chord fan was recently completed at Pratt & Whitney facilities in Longueuil, Quebec. The tests validated performance improvements of the 3-D aerodynamic design.

“Completion of the GP7200 core and swept fan tests solidifies our confidence that the GP7200 will meet or exceed all performance requirements for the A380 aircraft,” said Thompson.

The next phase of development will start in early 2003 when the Engine Alliance begins detailed design work, leading to the first full engine test in early 2004. The GP7200 is scheduled for joint U.S. Federal Aviation Administration and European Joint Airworthiness Authorities certification in mid-2005. First flight of the GP7200-powered A380 is scheduled for early 2006, with aircraft certification and entry into service planned for the end of that year.

The A380 has a capacity of up to 555 passengers in a three-class configuration and a range of up to 8,000 nautical miles. The GP7200 will be certified at 81,500 pounds takeoff thrust to meet potential aircraft growth requirements. The engine is initially being offered at three ratings: the GP7268, the GP7270, and the GP7277 and will enter service with Air France at the GP7270 (70,000 pound) rating.

In addition to GE and Pratt & Whitney, MTU of Germany and Snecma Moteurs of France are revenue-sharing participants in the GP7200 engine program.

EVENDALE, Ohio – Development of the GE-P&W Engine Alliance’s advanced GP7000 engine remains on schedule with the successful completion of the second full-scale core engine test. The GP7000 is being developed for the new four-engine Airbus Industrie A380.In addition to verifying the GP7000 core performance for the A380, this test supported the GE90-115B engine which shares a common core architecture and aerodynamic technology level with the GP7000. The core, which features an advanced nine stage high pressure compressor (HPC), represents the latest configuration in GE’s strategic continuous improvement plan for an HPC architecture which is common for the GP7000 and the GE90-115B.The GP7000 is benefiting from a heritage of development and verification testing which began with Build 1A, and has progressed to the current Build 6. The latest core build ran for more than 160 hours at GE’s Evendale, Ohio, altitude simulation facility. The tests logged approximately 1,000 data points from more than 1,000 pieces of instrumentation to validate compressor efficiency and operability. The company ran the core Build 5 test in mid-2000, successfully testing several key features, including a swept first stage, high pressure compressor airfoil for increased flow and efficiency, and the elimination of the variable vane feature of the stage 4 compressor vane stage which can now be fixed to reduce overall engine complexity and improve cost of ownership.”We’re very excited about the results of this very important test program,” said Lloyd Thompson, president of the GE-P&W Engine Alliance. “After we completed the core Build 5 test last year, we felt we could further improve the industry’s best compressor. These latest tests confirmed those predictions. This core met all of our requirements for efficiency, and exceeded our expectations for operability.”The world-class performance of the GP7000 core has been validated through this testing giving high confidence that the GP7000 will meet or exceed all performance requirements for the A380 aircraft. Right now, we are the only engine manufacturer testing critical components for the Airbus A380; we’re ensuring that we give our customers mature technology at entry into service.”Extensive GP7000 component tests are ongoing, with core Build 7 slated to go to test in early 2002 as part of the GP7000 strategy to continually improve performance and mature technology. The company will begin the detailed engine design phase in early 2003 and will run the first full engine test in early 2004. The GP7000 is scheduled to be certified at 81,500 pounds takeoff thrust by the U.S. Federal Aviation Administration and the Joint Aviation Authorities of the European Economic Community in mid-2005. First flight on the A380 is scheduled for January 2006, followed by entry into service later that year.Three models of the GP7000 are being offered on the long-range, four-engine A380, including the GP7267, the GP7270, and the GP7277. The Engine Alliance is certifying an 81,500 pound takeoff thrust rating to provide margin for future potential aircraft growth requirements.All models will have a 116-inch-diameter fan with wide chord, hollow titanium blades, a bypass ratio of 9 to 1, and an overall pressure ratio of 46 to 1. The engine also incorporates a nine stage, high pressure compressor, a scaled derivative of the GE90 HPC. The GP7000 has a single annular combustor designed to limit emissions to 40 percent below the 1998 standards set by the ICAO, and a two stage, high pressure turbine equally scaled (same scale factor as the HPC) from the GE90. Other design features include a five stage low pressure compressor and six stage low pressure turbine with advanced technology, derived from the PW4000 family.Within the GE-P&W Engine Alliance, Pratt & Whitney is responsible for the design and fabrication of the fan, LPC, LPT, and gear train, and GE Aircraft Engines is responsible for the engine core (HPC, HPT, and combustor) and control system.

FARNBOROUGH – The GE-P&W Engine Alliance has recently completed a highly successful development test on a nine-stage, 3D aero engine core, setting the stage for detailed design of the full engine next year.

The core engine test, conducted at GEs Evendale, Ohio, altitude facility from March through June, resulted in 227 test hours covering all areas of the flight envelope. The compressor met or exceeded all performance goals while validating several features. They include a swept first-stage, high pressure compressor (HPC) airfoil for increased flow and efficiency, and the elimination of the variable vane feature of the stage 4 compressor vane stage which can now be fixed. This will reduce overall engine complexity and improve cost of ownership.

“The test results not only met or exceeded expectations, but provided valuable data an entire year before we begin the detailed engine design in August 2001,” said Lloyd Thompson, president of the GE-P&W Engine Alliance. “We are well on track to run our first complete GP7000 engine in late 2002 in support of aircraft activities at Airbus Industrie and The Boeing Company.”

Plans call for engine certification at 75,000 pounds (333 kN) of thrust by the U.S. Federal Aviation Administration and the Joint Aviation Authorities of the European Economic Community in late 2003.

The GP7000 family includes the GP7267 and GP7275 models for the Airbus four-engine A3XX aircraft. They will both have a 110-inch-diameter fan with wide-chord, hollow titanium blades, a bypass ratio of 8 to 1, and an overall pressure ratio of 46 to 1. The GP7168, proposed for the Boeing Growth 747s, has a 101-inch-diameter fan, a bypass ratio of 7 to 1, and overall pressure ratio of 43 to 1.

The GP7000 engine models incorporate a common core consisting of a nine-stage, high pressure compressor, a scaled derivative of the GE90 and E3 HPCs, and a low pressure system derived from the PW4000 family. The engine incorporates a single annular combustor designed to limit emissions to 40 percent below the 1998 standards set by the IACO and a two-stage, high pressure turbine (HPT). The low pressure compressor (LPC) of the GP7267/GP7275 comprises four stages while the GP7168 LPC comprises three stages. The GP7267/GP7275 low pressure turbine (LPT) comprises five stages while the GP7168 LPT comprises four stages. All models incorporate the latest technology (to drive early reliability and cost of ownership) and lessons learned from successful engine applications from both parent companies.

Under the terms of the Alliance agreement, Pratt & Whitney is responsible for the design and fabrication of the fan, LPC, LPT, and gear train, and GE Aircraft Engines is responsible for the engine core (HPC, HPT, and combustor).

PARIS, France – The GE-P&W Engine Alliance continues to access emerging technologies to enhance performance, weight, reliability, and cost of ownership of its GP7200 family of turbofan engines, including the GP7267 and GP7275 for the Airbus Industries proposed four-engine A3XX aircraft and the GP7167, designed for the Boeing Growth 747. The GE-P&W Engine Alliance is a joint company between GE Aircraft Engines and Pratt & Whitney. Testing of a core rig is targeted to begin in October 1999, with the first complete engine to enter testing in July 2002. Plans call for certification of the engine at 75,000 pounds of thrust by the U.S. Federal Aviation Administration and the Joint Aviation Authorities of the European Economic Community in November 2003. At entry into service on the Airbus A3XX-100, the engine will be rerated to 67,000 pounds (298 kN) of thrust and designated the GP7267. It will enter service on the A3XX-100R and A3XX-200 at 75,000 pounds (333 kN) thrust, designated as the GP7275. The GP7267 and GP7275 engine models will both have a 110-inch-diameter fan that incorporates wide-chord, hollow titanium blades. Both models will have a bypass ratio of 8 to 1 and an overall pressure ratio of 46 to 1. The GP7167 is a slightly shorter (169 vs. 179 inches) and lighter-weight (11,300 vs. 13,100 pounds) engine with a 99-inch-diameter fan. The GP7167 will have a bypass ratio of 7 to 1 and an overall pressure ratio of 43 to 1. The GP7167, GP7267 and GP7275 incorporate a common core consisting of a nine-stage high-pressure compressor (HPC) that is a scaled derivative of the GE90 and E3 HPCs. All three also incorporate a single annular combustor designed to limit emissions to 40 percent below the 1998 standards set by the International Civil Aviation Organization and a two-stage high-pressure turbine (HPT). The low-pressure compressor (LPC) of the GP7267/GP7275 comprises four stages while the GP7167 LPC comprises three stages. The GP7267/GP7275 low-pressure turbine (LPT) comprises five stages while the GP7167 LPT comprises four stages. “We are extremely pleased with our progress to date,” said Bruce Hughes, Alliance president. “We anticipate a strong market for this class of aircraft and the GP7000 family of engines will be well prepared to power them.” Under the terms of the Alliance agreement, Pratt & Whitney is responsible for the design and fabrication of the fan, LPC, LPT and gear train, and GE Aircraft Engines is responsible for the engine core (HPC, HPT and combustor).

FARNBOROUGH AIRSHOW — The Engine Alliance achieved a milestone with the signing of a Memorandum of Understanding with Airbus Industrie designating Alliance GP7267 and GP7275 turbofan engines as powerplants for Airbus’ proposed four-engine A3XX high-capacity aircraft.

Testing of a core rig is targeted to begin in October 1999, with the first complete engine to enter testing in June 2001. Plans call for certification of the engine at 75,000 pounds of thrust by the U.S. Federal Aviation Administration and the Joint Aviation Authorities of the European Economic Community.

At entry into service on the Airbus A3XX-100, the engine will be derated to 67,000 pounds (298 kN) of thrust and designated the GP7267. However, it will enter service on the A3XX-100R and A3XX-200 at 75,000 pounds (333 kN) thrust as the GP7275.

The GP7267 and GP7275 engine models are both characterized by a 110-inch-diameter fan that incorporates wide chord, hollow titanium blades. The bypass ratio of both models is 8 to 1, and the overall pressure ratio is 46 to 1.

A second configuration-the GP7167, designed for the Boeing Growth 747 aircraft -is a slightly shorter (169 vs. 179 inches) and lighter-weight (11,500 vs. 13,300 pounds) engine with a 99-inch-diameter fan.

Both engine configurations incorporate a common core consisting of a nine-stage high pressure compressor (HPC) that is a scaled derivative of the GE90 and E3 HPCs, a single annular combustor designed to limit emissions to 40 percent below the 1998 standards set by the International Civil Aviation Organization and a two-stage high pressure turbine (HPT). The low pressure compressor (LPC) of the GP7267/GP7275 comprises four stages while the GP7167 LPC comprises three stages. Similarly, the GP7267/GP7275 low pressure turbine (LPT) comprises five stages while the GP7167 LPT comprise four stages.

“We are extremely pleased with our progress to date,” said Bruce Hughes, Alliance president. “We anticipate a strong market for this class of aircraft and the GP7000 family of engines will be well prepared to power them.”

Under the terms of the Alliance agreement, Pratt & Whitney is responsible for the design and fabrication of the fan, LPC, LPT and gear train, and GE Aircraft Engines is responsible for the engine core (HPC, HPT and combustor).