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`No. of Pages
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`
`Article
`Journal Title: Jane's aero-engines.
`Issue: 7
`Date: March 2000
`Author: Editor: Bill Gunston.
`Article Title: article discussing the PW8000 from Pratt
`and Whitney
`Page Range: article+ cover+ copyright+ TOC +title fJ-"\. ~
`Call Number: b
`TL701.J36
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`Jane's
`AERO-ENGINES
`Edited by Bill Gunston OBE, FRAeS
`
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`

`
`Contents
`
`How to use Jane's Aero Engines (issue 7)
`Glossary (issue 1)
`
`Aircraft propulsion (issue 6)
`The turbojet (issue 6)
`The turbofan (issue 6)
`The parts of an engine (issue 6)
`Compressors (issue 6)
`Fans (issue 6)
`Combustion chambers (issue 6)
`Turbines (issue 6)
`Afterburners (issue 6)
`Reversers (issue 6)
`Vectoring (issue 6)
`The spectrum from turbojet to turboprop (issue 6)
`Propfans (issue 6)
`The installation (issue 6)
`
`Introduction to aircraft gas-turbine engine technology
`(issue 1)
`Jet Propulsion (issue 1)
`The Turbojet (issue 1)
`Engine Thrust (issue 1)
`Other Engine Components (issue 1)
`Measures of Turbojet Performance (issue 1)
`The Turbofan (issue 1)
`Other Aircraft Engine Configurations (issue 1)
`
`Technological issues in engine development (issue 0)
`
`Gas-turbine engine cycles (issue 7)
`Thermodynamic Cycles (issue 7)
`The Aircraft Gas-Turbine Cycle (issue 7)
`Turbojet Cycle Parameters (issue 7)
`Turbojet Performance Variation with OPR and TET (issue 7)
`Turbofan Cycle Parameters (issue 7)
`Turbofan Performance Variation withµ. OPR and TET (issue 7)
`Limitations onµ. OPR and TET (issue 7)
`Turbojet and Turbofan Behaviour (issue 7)
`
`Military engines (issue 7)
`Basic requirements (issue 7)
`New materials (issue 7)
`Fewer parts (issue 7)
`Inlets (issue 7)
`Variable nozzles (issue 7)
`Vectoring (issue 7)
`JSF (issue 7)
`Fighter engine research (issue 7)
`Flight envelope (issue 7)
`Helicopters (issue 7)
`
`Civil engines (issue 7)
`Reducing (or increasing?) costs (issue 7)
`New or derivative? (issue 7)
`Fuel burn (issue 7)
`Repeated re-engining (issue 7)
`Fans (issue 7)
`Combustion chambers (issue 7)
`Turbines (issue 7)
`Reversers (issue 7)
`Noise (issue 7)
`ETOPS (issue 7)
`Props or jets (issue 7)
`Gearboxes (issue 7)
`The SST problem (issue 7)
`
`Environmental factors (issue 0)
`Noise legislation (issue 0)
`Chapter 3 (issue 0)
`Emissions (issue 0)
`
`Diagrams
`Military engine performance (issue 3)
`World record power (issue 3)
`
`Military jet engines: Overall pressure ratio (issue 0)
`Civil jet engines: Specific thrust (issue 0)
`Specific fuel consumption (Civil jet engines) (issue 0)
`Collaborative programmes (issue 7)
`Specific fuel consumption - Shaft Engines (issue 0)
`Bypass Ratio (issue 3)
`Civil jet engines - 1 (issue 6)
`Civil Jet I (i) (issue 6)
`Civil Jet II (ii) (issue 6)
`Turboshaft and turboprop engines (issue 6)
`Pressure ratio (subsonic transport engines) (issue 6)
`Military jet markets (i) (issue 3)
`Military jet markets (ii) (issue 3)
`Military jet engines 1 (issue 3)
`Military jet engines 2 (i) (issue 3)
`Military jet engines 2 (ii) (issue 3)
`
`AERO-ENGINES - A- E
`
`Belgium
`TA (issue 7)
`
`Canada
`P&WC (issue 7)
`P&WC JT1 5D (issue 7)
`P&WC PT6A (issue 7)
`P&WC PT6B. PT6C. PT6D (issue 7)
`P&WC PT6T Twin-Pac (issue 7)
`P&WC PW100 (issue 7)
`P&WC low-cost engine (issue 7)
`P&WC PW200 (issue 7)
`P&WC PW300 (issue 7)
`P&WC PW500 (issue 7)
`P&WC PW6XX (issue 7)
`
`China. People's Republic
`AVIC (issue 3)
`CATIC (issue 3)
`CAREC (issue 3)
`CEC (issue 3)
`CLXMW (issue 3)
`DEMC (issue 7)
`WJ5 (issue 7)
`LM (issue 0)
`LM WP6 (issue 0)
`LM WP7 (issue 0)
`LM WS6 (issue 0)
`LMC (issue 0)
`LMC WP7B (issue 0)
`LMC WP13 (issue 0)
`SAMP (issue 4)
`SARI (issue 4)
`SMPMC (issue 4)
`SPWAEC (issue 4)
`XAE (issue 4)
`XRA (issue 4)
`
`Czech Republic
`Walter (issue 7)
`Walter M601 (issue 7)
`Walter M602 (issue 7)
`Walter (Motorlet) M701 (issue 7)
`
`AERO-ENGINES - F - H
`
`France
`SNECMA (issue 7)
`SNECMA ATAR (issue 7)
`SNECMA M53 (issue 7)
`SNECMA M88 (issue 7)
`Turbomeca (issue 7)
`Turbomeca Arriel (issue 7)
`Turbomeca Arrius (issue 7)
`
`March 2000
`
`[3]
`
`JAEng-ISSUE 7
`
`GE-1015.005
`
`

`
`www .janes.com
`
`Turbomeca Arrius 1 D (issue 2)
`Turbomeca Artouste (issue 0)
`Turbomeca Astazou turboprop (issue 7)
`Turbomeca Astazou turboshaft (issue 7)
`Turbomeca Aubisque (issue 7)
`Turbomeca Bastan (issue 0)
`Turbomeca Makila (issue 7)
`Turbomeca Marbon~ (issue 7)
`Turbomeca TM 333 (issue 7)
`Turbomeca Turmo (issue 7)
`Turbomeca-SNECMA (issue 0)
`Turbomeca-SNECMA Larzac (issue 7)
`
`Germany
`MTU (issue 7)
`Engine 3E (issue 7)
`Eurojet Turbo EJ200 (issue 7)
`General Electric CF6 (issue 7)
`IAE V 2500 (issue 7)
`M 138 (issue 7)
`MTFE (issue 7)
`MTU-Turbomeca-RR MTR390 (issue 7)
`Pratt & Whitney JT8D-200 (issue 7)
`P&WC PW300 (issue 7)
`P&WC PW500 (issue 7)
`Pratt & Whitney PW2000 (issue 7)
`Pratt & Whitney PW4084 (issue 7)
`Rolls-Royce Allison 250-C20B (issue 7)
`Rolls-Royce Tyne (issue 7)
`Turbomeca-SNECMA Larzac (issue 7)
`Turbo-Union RB 199 (issue 7)
`Rolls-Royce (issue 7)
`BR710 (issue 7)
`BR715 (issue 7)
`
`AERO-ENGINES -
`
`I - 0
`
`India
`GTRE (issue 6)
`GTRE Kaveri (issue 6)
`HAL (issue 0)
`
`International
`Aerosud-Marvol (issue 0)
`SMR-95 (issue 0)
`AMC (issue 7)
`BR700-TP (issue 7)
`M 138 (issue 7)
`CFMI (issue 7)
`CFM International CFM56 (issue 7)
`Eurojet Turbo (issue 7)
`Eurojet EJ200 (issue 7)
`IAE (issue 7)
`IAE V2500 (issue 7)
`JSF (issue 7)
`JV (issue 4)
`SPW (issue 6)
`MTR (issue 7)
`MTR 390 (issue 7)
`RM-GE (issue 7)
`CT7 (issue 7)
`Rolls-Royce Allison (issue 6)
`Rolls-Royce Allison TF41 (issue 6)
`Rolls-Royce SNECMA (issue 7)
`Rolls-Royce SNECMA Olympus (issue 7)
`Rolls-Royce Turbomeca (issue 6)
`Rolls-Royce Turbomeca Adour (issue 7)
`Rolls-Royce Turbomeca RTM 322 (issue 7)
`Turbo-Union (issue 7)
`Turbo-Union RB 199 (issue 7)
`
`Italy
`Alfa Romeo Avio (issue 0)
`Fiat (issue 7)
`Eurojet Turbo EJ200 (issue 7)
`
`CONTENTS
`
`General Electric CF6 (issue 7)
`General Electric GE90 (issue 7)
`General Electric T64-P4D (issue 7)
`General Electric T700/CT7 (issue 7)
`IAE V2500 (issue 7)
`Pratt & Whitney PW2000 and PW4000 (issue 7)
`Pratt & Whitney Canada PW308 (issue 7)
`Rolls-Royce Spey 807 (issue 7)
`SNECMA M138 (issue 7)
`Turbo-Union RB 199 (issue 7)
`Piaggio (issue 7)
`
`Japan
`Honda (issue 7)
`HFX-01 (issue 7)
`HFX-20 (issue 6)
`IHI (issue 3)
`IHI F3 (issue 7)
`IHI XF3-400 (issue 7)
`IHI J3 (issue 0)
`Kawasaki (issue 7)
`KSX (issue 7)
`Mitsubishi (issue 3)
`MHI Turboshafts (issue 3)
`NAL (issue 0)
`MITl/NAL FJR710 (issue 7)
`
`AERO-ENGINES - P - R
`
`Poland
`IL (issue 0)
`IL D-18A (issue 0)
`IL K-15 (issue 0)
`IL S0-1 (issue 0)
`IL S0-3 (issue 0)
`PZL Rzesz6w (issue 7)
`K-1 5 (issue 7)
`GTD-350 (issue 7)
`PZL-10W ~ssue 7)
`TWD-108 (issue 7)
`
`Romania
`Turbomecanica (issue 0)
`
`Russia
`ASSAD (issue 6)
`CIAM (issue 6)
`AVIAEXPORT (issue 6)
`JSC 'Aviadvigatel' (issue 7)
`D-20P (issue 7)
`D-2 1A1 (issue 0)
`D-25V (issue 7)
`D-30 (issue 0)
`D-30KU (issue 7)
`D-30KU-90 (issue 7)
`D-30F6 (issue 7)
`D-100 (issue 0)
`D-112 (issue 0)
`PS-90A (D-90A) (issue 7)
`PS-90A2 (issue 7)
`PS-90A76 (issue 7)
`PS-90A 10 (issue 7)
`PS-90A 12 (issue 7)
`Chernyshov (issue 6)
`Granit (issue 1)
`Klimov Corporation (issue 6)
`PK6A (issue 6)
`PK 100 (issue 6)
`PT206 (issue 6)
`RD-33 (issue 7)
`RD-35 (issue 7)
`TV2-117 (issue 3)
`TV3-117 (issue 6)
`TV7-117 (issue 3)
`TVA-3000 (issue 3)
`
`March 2000
`
`[4]
`
`JAEng-ISSUE 7
`
`GE-1015.006
`
`

`
`www.janes.com
`
`VK-1 (issue 7J
`VKS-800 (issue 6J
`KMPO (issue 6J
`Lyul'ka Saturn (issue 4J
`AL-7 (issue 1J
`AL-21 (issue 2J
`AL-31 (issue 6J
`AL-32 (issue 3J
`AL-34 (issue 3J
`AL-35 (issue 6J
`AL-37FU (issue 6J
`AL-41. SAT-41 (issue 7J
`AL-55 (issue 7J
`Motorostroitel (issue 1 J
`NK (issue 7J
`NK-8 (issue 7J
`NK-88 (issue 7J
`NK-12 (issue 1J
`NK-22. NK-25 (issue 4J
`NK-321 (issue OJ
`NK-93 (issue 7J
`OEDB (issue OJ
`TVD-1 OB (issue OJ
`TVD-20 (issue 4J
`TVD-50 (issue OJ
`TV-0-100 (issue OJ
`Omsk Baranov (issue 1 J
`Perm Motors (issue 1 J
`Rybinsk Motors (issue 6J
`D-30KU-154 Series Ill (issue 7J
`D-277 (issue 6J
`RD-7. VD-7 (issue 6J
`RD-36-51 (issue 6J
`RD-60 (issue 6J
`RU-1 9 (issue 6 J
`TVD-1500 (RD-600) (issue 6J
`Rybinsk-GE (issue 7J
`SKBM (issue 7J
`SMPO (issue 6J
`Soyuz (issue 6J
`AM-3. RD-3M (issue 6J
`RD-9 (issue 6J
`R-11-300 (issue 6J
`R-1 3-300 (issue 3 J
`R-95 (issue 3J
`R-15-300 (issue 6J
`R-195-300 (issue 1 J
`R-25-300 (issue 6J
`R-27F-300 (issue 6J
`R-27F2M-300 (issue 6J
`R-28V-300 (issue 6J
`R-29-300 (issue 6J
`R-35-300 (issue OJ
`R-79-300 (issue 6J
`RD-1700 (issue 7J
`GTE-400 (issue 4J
`R 123-300 (issue 4J
`R 126-300 (issue 4J
`R 127-300 (issue 4J
`TVD-450 (issue 4J
`TV-0-100-300 (issue 6J
`TV-116-300 (issue 6J
`TV-128-300 (issue 6J
`UMPO (issue 6J
`
`AERO-ENGINES - S - Ukraine
`
`Slovakia
`PSLM (issue 5J
`DV-2 (issue 5J
`
`South Africa
`Atlas (issue OJ
`
`Spain
`ITP (issue 7J
`AlliedSignal AS907 (issue 7J
`Eurojet EJ 200 (issue 7J
`
`CONTENTS
`
`General Electric (issue 7J
`M 138 (issue 7J
`Rolls-Royce BR 715 (issue 7J
`Rolls-Royce Trent (issue 7J
`SNECMA Atar Plus (issue 7J
`
`Sweden
`Volvo (issue 7J
`BR715 (issue 7J
`CF6-80 (issue 7J
`CFM56 (issue 7J
`JTBD-200 (issue 7J
`PW2000 (issue 7J
`PW4000 (issue 7J
`Tay (issue 7J
`V2 500 (issue 7J
`RM5. RM6 (issue 7J
`RMB (issue 7J
`RM 12 (issue 7J
`
`Taiwan
`AIDC (issue 4J
`
`Ukraine
`lvchenko Progress ZMKB (issue 6J
`Al-20 (issue 6J
`Al-22 (DV-22) (issue 7J
`Al-24 (issue 3J
`Al-25 (issue 6J
`Al-30 (issue 6J
`Al-450 (issue 1 J
`D-18T (issue 3J
`D-18T1 (issue 3J
`D-18TM and D-18TR (issue 3J
`D-36 (issue 3J
`D-136 (issue 3J
`D-236 (issue OJ
`D-436 (issue 6J
`D-27 (issue 6J
`D-12 7 (issue 3J
`D-627 (issue 3J
`D-727 (issue OJ
`Jupiter (issue 4J
`Motor Sich (issue 6J
`Zaporozhye (issue 4J
`
`AERO-ENGINES - UK
`
`United Kingdom
`Rolls-Royce (issue 7J
`Adour (issue 7J
`BR700 series (issue 7J
`EJ200 (issue 7J
`JSF (issue 7J
`MTR390 (issue 7J
`Olympus (issue 7J
`RB 199 (issue 7 J
`RTM322 (issue 7J
`TF4 1 (issue 7J
`V2500 (issue 7J
`Rolls-Royce 535 (issue 7J
`Rolls-Royce Avon (Civil) (issue OJ
`Rolls-Royce Avon (Military) (issue OJ
`Rolls-Royce Conway (issue 7 J
`Rolls-Royce Dart (issue OJ
`Rolls-Royce Derwent (issue OJ
`Rolls-Royce Gazelle (issue OJ
`Rolls-Royce Gem (issue 7J
`Rolls-Royce Gnome (issue 7J
`Rolls-Royce Nene (issue OJ
`Rolls-Royce Nimbus (issue OJ
`Rolls-Royce Orpheus (issue 2J
`Rolls-Royce Pegasus (issue 5J
`Rolls-Royce RB211 (issue 7J
`Rolls-Royce Spey (issue 7J
`Rolls-Royce Tay (issue 7J
`Rolls-Royce Trent (issue 7)
`
`March 2000
`
`[5]
`
`JAEng-ISSUE 7
`
`GE-1015.007
`
`

`
`www.janes.com
`
`Rolls-Royce Tyne (issue 5)
`Rolls-Royce Viper (issue 7)
`
`AERO-ENGINES - USA - Z
`
`United States of America
`AlliedSignal. see Honeywell (issue 7)
`Allison. see Rolls-Royce (issue 4)
`CFE (issue 7)
`CFE738 (issue 7)
`Engine Alliance (issue 7)
`GP7000 (issue 7)
`General Electric (issue 7)
`CFE738 (issue 7)
`CFMI CFM56 (issue 7)
`GP7000 (issue 7)
`JSF (issue 7)
`International participation (issue 7)
`General Electric CF6 (issue 3)
`General Electric CF6-80A (issue 3)
`General Electric CF6-80C2 (issue 6)
`General Electric CF6-80E 1 (issue 4)
`General Electric CF6-80G2 (issue 4)
`CF34. see TF34 (issue 4)
`General Electric CF700 (issue 0)
`General Electric CJ610 (issue 0)
`General Electric CJ805-23 (issue 0)
`General Electric CT7 (issue 6)
`CT58. see T58 (issue 6)
`General Electric F 101 (issue 6)
`F103. see CF6 and CF6-80C2 (issue 6)
`General Electric F 110 (issue 7)
`General Electric F 118 (issue 5)
`F 120. see YF 120 (issue 5)
`General Electric F404 (issue 7)
`General Electric F414 (issue 7)
`General Electric GE90 (issue 7)
`General Electric J79 (issue 0)
`General Electric J85 (issue 0)
`General Electric T58 (issue 0)
`General Electric CT58 (issue 0)
`General Electric T64 (issue 1)
`General Electric T700 (issue 6)
`General Electric TF34 and CF34 (issue 7)
`General Electric TF39 (issue 2)
`General Electric YF 1 2 0 (issue 7)
`Honeywell (issue 7)
`AlliedSignal ALF 502 (issue 5)
`AlliedSignal AS900 (issue 7)
`AlliedSignal ATF3 (issue 0)
`ITEC TFE1042-70 (issue 7)
`AlliedSignal LF 507 (issue 5)
`AlliedSignal LTC1. T53 (issue 5)
`AlliedSignal LTC4. T55 (issue 7)
`Allied Signal L TS 101 and L TP 101 (issue 5)
`
`CONTENTS
`
`AlliedSignal TFE731 (issue 7)
`AlliedSignal TPE331 (issue 7)
`LHTEC (issue 6)
`LHTEC T800 (issue 7)
`Pratt & Whitney (issue 7)
`F 100. see JTF22 (issue 5)
`F 105, see JT9D (issue 5)
`F117, see PW2000 (issue 5)
`Pratt & Whitney F119 (issue 5)
`J52. see JT8B (issue 0)
`J57. see JT3 (issue 0)
`J58. see JT11 D-20 (issue 0)
`J60. see JT12 (issue O)
`J75, see JT4A (issue 0)
`Pratt & Whitney JFTD 12 (issue 0)
`Pratt & Whitney JT3 (issue 0)
`Pratt & Whitney JT3D (issue 6)
`Pratt & Whitney JT4A (issue 0)
`Pratt & Whitney JTBB (issue 0)
`Pratt & Whitney JTBD (issue 7)
`Pratt & Whitney JTBD-200 (issue 7)
`Pratt & Whitney JT9D (issue 6)
`Pratt & Whitney JT11 D-20 (issue 0)
`Pratt & Whitney JT12 (issue 0)
`Pratt & Whitney JTF 1 OA. TF30 (issue 5)
`Pratt & Whitney JTF22. F 100 (issue 6)
`Pratt & Whitney PW2000 (issue 6)
`Pratt & Whitney PW4000 (issue 7)
`Pratt & Whitney PW6000 (issue 7)
`Pratt & Whitney PW7000 (issue 6)
`Pratt & Whitney PWBOOO (issue 7)
`T73. see JFTD 12 (issue 5)
`TF30. see JTF10A (issue 5)
`TF33. see JT3D (issue 5)
`Rolls-Royce (issue 6)
`Rolls-Royce Allison 250 (issue 7)
`Rolls-Royce Allison 501 (issue 7)
`Rolls-Royce AE 1107 (issue 7)
`Rolls-Royce AE 2100. AE 21 OOA. AE 21 OOC. AE 210002.
`AE 2 10003. AE 21 OOJ (issue 7)
`Rolls-Royce AE 3007 (issue 7)
`Rolls-Royce Allison T56 (issue 6)
`Soloy (issue 7)
`Soloy Turbine Pac (issue 7)
`Soloy Dual Pac (issue 7)
`Teledyne Continental (issue 7)
`TCM Turbine Engines (issue 7)
`TCAE J69 (issue 6)
`Williams (issue 7)
`Williams International FJ33 (issue 7)
`Williams International FJX (issue 7)
`Williams International TSX (issue 7)
`Williams Rolls FJ44 (issue 7)
`Wright (issue 0)
`Wright J65 (issue 0)
`
`Alphabetical Index (issue 7)
`
`March 2000
`
`[6]
`
`JAEng-ISSUE 7
`
`GE-1015.008
`
`

`
`AERO-ENGINES
`
`www.janes.com
`
`PRATT & WHITNEY /USA
`
`PRATT & WHITNEY PW8000
`
`In March 1998. this engine was announced as a major competitor
`in the 111 to 156 kN (25.000 to 35,000 lb st) market. Though the
`primary objective at that time was to beat the most powerful
`versions of CFM56. the PW8000 was also intended to compete
`with the V2500 produced by IAE. in which Pratt & Whitney and
`MTU are partners. Together with the PW6000, with which it w as
`to share almost a common core.
`it underscores Pratt's
`determination to restore its position in the narrow-body market
`(once a dominating 90 per cent). For many years. Pratt has
`exhorted its IAE partners to develop the V2500. and the fact that
`the PW8000 is not an IAE engine is significant.
`Since the 1980s. Pratt & Whitney has been studying how best
`to design a geared turbofan. The problem of a direct-drive engine is
`that it is difficult to match the rotational speeds of the turbine and
`fan . As bypass ratio is increased (to improve fuel economy and
`reduce noise). the rotational speed of the larger fan must fall.
`demanding either a large. heavy and costly multistage turbine or
`the insertion of a speed-reducing gearbox. Long-established
`examples of geared turbofans include the AlliedSignal LF500 and
`TFE731 .
`At first. Pratt & Whitney called its proposed engine the ADP
`(Advanced Ducted Propulsor). Prolonged research and testing was
`carried out. in partnership with MTU of Germany and FiatAvio of
`Italy. Mechanical design of the gearbox. like other factors. is
`discussed in the engine description. One obvious problem is
`reliability, and another is dissipation of heat via lubricating oil. In
`the case of low-wing aircraft. the diameter of the engine might be a
`problem with underwing installations.
`Accompanying drawings show the general layout of the
`PW8000 and a detail of the vital gearbox. as it was conceived in
`1998. Comparing the PW8000 with the contemporary Engine
`Alliance GP7000, we see that the latter needs a massive five-stage
`LP turbine to drive its fan and two-stage LPC. Another Pratt &
`Whitney engine. the PW4084 series. needs an LP turbine with
`seven stages. This is nice business for MTU. who are a world-class
`supplier of LP turbines but. in the longer term. the simpler turbine
`and geared drive may well prove the better answer. According to
`Pratt once BPR exceeds about 8 . a geared drive is desirable. In the
`case of the PW8000, the FPR has deliberately been kept low -
`much less than the 1.8 of the 94-in PW4000- in order not to need
`a variable-pitch fan.
`After much study Pratt decided to develop the PW8000
`gearbox to transmit a T-0 power of 23.862 kW (32.000 shp).
`
`Other data are given in a box by the cutaway drawing. In mid-1999
`intensive bench
`testing was
`in progress with 12 units
`accumulating a planned 4 .200 hours which includes endurance
`testing with intentional misalignment. A press release states
`" Once a launch commitment is made ... full engine certification will
`take about 30 months. If the full-scale program were to begin in
`2002. a PW8000-powered aircraft could enter service in 2005 ".
`Predictably. Pratt has found great difficulty in deciding which
`market to go for. The Editor was told that there would be no great
`problem in re-engining a developed 737 or A320 with a PW8000
`in the 30K class. though the former would need new landing
`gears. His question " You don't mind hurting the V2500?" was
`answered with a " No". However. such an engine seemed in June
`1999 to be unlikely to happen. The Editor was told " We are
`examining a range of take-off thrusts from 25 to 651< [ 111 -
`289 kN. 2 5.000-65,000 lb st] and could well hit the market at the
`upper end of this spectrum. despite the challenge of the gearbox
`for such an engine." The gearbox for a 60K engine would have to
`transmit powers up to double the 32.000 hp of the current unit.
`By mid-1999 Pratt had recognised that the PW4000 family was
`having to meet severe competition from the proliferation of
`variants of the three-shaft RR Trent and that , despite its large
`customer base. it would within a decade have to be replaced by a
`fundamentally newer engine. What has made the position more
`difficult is the existence of the GP7000 being developed jointly
`with GE (which see). In the event. by June 1999 Pratt had decided
`to go for the 60K (267 kN) market in order to compete against the
`Trent 500 on the A340-500/ 600. and also to provide a newer
`alternative to the CF6-80C2.
`At the 1999 Paris Air Show the Editor was told that the
`PW8000 was being redesigned for this general level of thrust. It
`will follow closely along the lines of the original version. but
`because of the greater financial risk a go-ahead depended upon
`the assembly of a comprehensive team of risk-sharing partners.
`MTU of Germany was said to be prepared to risk an increased
`share - possibly 25-28 per cent -
`in taking on not only the LP
`turbine but also the LP compressor. Discussions were also being
`held with several other possible partners. " including FiatAvio and
`other companies at present participating in the PW4000." Pratt
`expects to be solely responsible for the gearbox.
`Before the redesign. former President Krapek went on record as
`saying that the PW8000 could be created " in 30 to 36 months. for
`an investment of some US$500 million." A year has gone by since
`
`August 1998 cutaway of PWBOOO
`
`March 2000
`
`510
`
`1999/ 0038733
`
`JAEng-ISSUE 7
`
`GE-1015.009
`
`

`
`AERO-ENGINES
`
`www.janes.com
`
`PRATI & WHITNEY/USA
`
`then. and the 60K engine is clearly going to cost much more. What
`has not changed is the basic design objective of "reducing fuel
`burn (compared with existing engines) by 10 per cent. cuning
`noise by 30 dB and reducing aircraft DOC by 8 to 10 per cent". An
`objective with the original PW8000 was to achieve 180-min
`ETOPS before EIS. but that presupposed twin-engined aircraft.
`The following description refers to the original conception of the
`PW8000 in the 25-35K thrust class.
`TYPE: High-efficiency geared turbofan.
`FAN: Single stage. with 26 shroudless widerchord blades of solid
`titanium. developed with 3-D aerodynamic codes. Blades fixed
`in hub carried on double
`inclined-roller bearings. Light
`aluminium fan case with Kevlar wrapping. Structural ring of exit
`guide vanes followed by A-frame support downstream. Bypass
`ratio 10.
`GEARBOX: Single-stage epicyclic (called by Pratt a Star system). with
`five sets of double-helical star (planetary) gears held in a fixed
`star carrier. These drive the inner periphery of the surrounding
`ring gear. which is extended forwards to drive the fan. At take(cid:173)
`off. the design shaft speeds are 9,000 rpm on the low spool and
`3,200 on the fan. and power transmitted is 23,872 kW (32.000
`shp). Two crucial design factors are flexure and heat dissipation.
`According to Pratt " It was discovered that up to 80 per cent of
`the heat load the cooling oil has to handle comes from simply
`churning in the gearbox. Painstaking work came up with a
`lubricating system that places the oil only where it is needed and
`circulates it twice as fast as previous systems, increasing gear
`efficiency to over 99 per cent'". To overcome the problem of
`flexure. causing severe wear on tooth edges. the entire box is
`mounted " on a kind of bellows structure that is. in effect. a large
`spring". This has the form of inner and outer drums (on the inlet
`shaft and supporting the large-diameter bearing round the ring
`gear) with convolutions resembling a barometer aneroid, as
`shown in the detail drawing. together with an oil feed . Design
`mechanical efficiency. over 99 per cent. Estimated MTBR
`30.000 hours.
`LP COMPRESSOR: Three stages. with variable inlet guide vanes. Wide(cid:173)
`chord
`aerofoils
`designed with
`advanced NAST AR
`aerodynamics. held in titanium drum EB-welded into one unit.
`The fact that this is not constrained to rotate at the same speed
`as the fan. but at up to 9.200 rpm. means that its diameter can
`be greatly reduced. making the engine lighter and giving a more
`direct overall gas path. Fan/core splitter of composite material
`with steel leading-edge.
`
`Fan Case
`Mount
`
`Solid
`Shroudless Fan
`_j
`~~~~A~'=l
`l
`~
`
`Detail of the PWBOOO gearbox
`
`2000/ 0054540
`
`Weight
`Ring-gear pitch diameter
`Transmitted power
`Torque
`Mechanical efficiency
`MTBR
`
`227 kg (500 lb)
`463 .6 mm ( 18.25 in)
`up to 23.862 kW (32.000 shp)
`25.357 N-m (18.700 lb-ft)
`over 99 per cent
`30.000 hours
`
`HP COMPRESSOR: Five-stage axial with short. rigid rotor with very high
`stage loading. Basically that of the XTC66 (see PW6000). Wide(cid:173)
`chord aerofoils with blunt leading-edges for erosion resistance.
`First two stator stages variable. Ring case construction to
`minimise gyroscopic deflection and enhance performance
`retention . Pran says "Because of the inherent efficiency ... the
`number of stages in the engine can be reduced 40 per cent and
`the number of airfoils by about half".
`COMBUSTION CHAMBER: Talon' (second-generation Floatwall) short
`annular low-emissions. similar to that of the PW6000. Cast one(cid:173)
`piece diffuser and easily replaced liner segments of high(cid:173)
`strength nickel alloy.
`HP TURBINE: Single stage. Blades of thirdiJeneration single-crystal
`superalloy with advanced internal cooling management system
`
`3 stage
`Low Pressure
`Turbine
`
`TALON
`combustor
`
`3 stage
`LPC
`
`Fan Drive
`Gear System
`
`1 stage
`High Turbine
`5 stage
`High Speed I High Pr
`High Compressor
`
`PWBOOO longitudinal section
`
`March 2000
`
`511
`
`1998/ 0022226
`
`JAEng-ISSUE 7
`
`GE-1015.010
`
`

`
`AERO-ENGINES
`
`www.janes.com
`
`PRATI & WHITNEY /USA
`
`and advanced thermal barrier coating held in sintered powder(cid:173)
`metal disk. Ceramic outer air seal and modulated active
`clearance control.
`LP TURBINE: Three stages. counter-rotating, with 3-D aerofoils
`for high work extraction at high rotational speed. Powder(cid:173)
`metallurgy disk. and active clearance control. Diameter
`significantly
`less
`than
`for a direct
`fan drive
`turbine.
`Transition duct between HP/LP turbines has no aerodynamic
`fairings.
`JETPIPE: Fixed pipe from core only.
`REVERSER: In fan duct only.
`
`CONTROL SYSTEM: Fourth-generation FADEC. managing thrust. fuel
`flow. compressor vane position and engine diagnostics.
`Equipped with EAGLELink
`diagnostic
`system which
`automatically alerts destination about engine condition via
`satellite.
`DIMENSIONS:
`Fan diameter
`Length
`WEIGHT. DRY: complete propulsion system
`PERFORMANCE RATINGS (S/l. T-0):
`111-156 kN (25.000-35.000 lb st)
`
`1.93 m (76 in)
`3. 15 m ( 1 24 in)
`3.629 kg (8.000 lb)
`
`March 2000
`
`512
`
`JAEng-ISSUE 7
`
`GE-1015.011