Home' Asian Aviation : AAV June 2011 Contents 20 AsianAviation | JUNE 2011
a deal with Russia's Irkut to begin preliminary design
activities on the PW1000G as the powerplant for the
manufacturer's planned MS-21 narrowbody jetliner.
e aircra is being jointly developed by Irkut, Yakovlev
and Tupolev as a replacement for Tupolev Tu-154 and
Tu-204/214 aircra .
Pratt & Whitney will power the MS-21 with a higher-
thrust variant of its engine, designated PW1400G, rated
at 25,000-32,000lb thrust.
In March, the manufacturer completed assembly of
the rst engine for the MRJ, designated PW1217G,
rated at 17,000lb thrust. is is the third PurePower
engine to complete assembly, and the rst of eight test
engines for the MRJ programme.
P&W completed almost 200 hours of initial ground
testing of its rst PW1000G earlier this year, having
completed engine core testing in 2010, accumulating
more than 260 hours. e manufacturer said it has also
completed critical module-level testing, including trials
of the FDGS with simulations of more than 60,000 take-
o s and landings, as well
as "hundreds of hours" of
testing on the low- and
"meeting or exceeding
e ciency goals".
By mid-May, P&W
said testing of the
MRJ engine was well
under way. " e engine ...
has completed nearly 16
hours of testing to date,"
the company said on 17
May. Tests are expected to
continue through to mid-
year, with stress-testing of
an engine core scheduled
to begin "soon", as Asian
Aviation went to press.
"We are very pleased
with the initial results
from the PW1217G
engine test. It is meeting
our pre-test expectations,"
said Bob Saia, vice-
president of P&W's
Product Family. "We
have incorporated lessons
learned from extensive
development and testing
of the Geared Turbofan
engine architecture, demonstrating unprecedented
technology readiness before the engine ran for the rst
CFM International, the joint venture of General
Electric and Snecma best known for its CFM56
turbofan family, nalised the architecture of its Leap-X
turbofan in 2009. Since then, the manufacturer has been
testing demonstrator engine cores, known as eCores. In
December, the company said it was taking delivery of
hardware for the construction of eCore Demonstrator
2, which is scheduled to begin testing in mid-year.
"eCore Demo 2 will feature a 10-stage, high-pressure
compressor and two -stage high-pressure turbine, along
with the lean-burn, low-emissions TAPS [Twin-Annular
Premixing Swirler] combustor," the company said. "CFM
will run a third core con guration in 2012, just prior to
the rst full LEAP-X1C engine test in early 2013.
At the same time, the company has begun endurance
tests on the powerplant's 3-D Woven Resin Transfer
Moulding (3-DW RTM) fan, along with the composite
fan casing. ese components are being put through a
gruelling 5,000-cycle endurance test programme.
CFM plans to certi cate the engine in 2014, prior
to entry into service in 2016 on the Chinese-developed
Comac C919 jetliner. With Airbus and Boeing
considering all-new single-aisle designs beyond 2020,
the manufacturer has said this would give it time to
re ne the engine's technolog y and add more e cient
components to make it a credible candidate to power
the next-generation of narrowbodies.
e LEAP-X is designed to burn 16 percent less fuel
than the CFM56, with up to 60 percent lower nitrous
oxide (NOx) emissions and noise levels at 15dB below
the current standard.
e new turbofan will have a bypass ratio of about
10, compared with its predecessor's gure of ve to six.
It will also have a core pressure ratio of 22 -- double that
of the current engine -- with a two-stage high-pressure
(HP) turbine driving a 10-stage HP compressor. e LP
turbine blades will be made of ceramic matrix composite
(CMC) materials, saving about 150kg (330lb) of weight,
the manufacturer says.
A crucial element of the new engine is its 18-blade, 1.8m
diameter composite fan and casing. e 3-DW RTM
production process, allows the blades to be carefully
shaped for optimum aerodynamic e ciency. e new
material also allows a weight saving of about 450kg
per aircra , as well as bolstering durability and fatigue
resistance, the manufacturer says.
In the rst quarter of 2009, the company began
ground-testing a woven RTM fan on a CFM56-5C
engine core at its Villaroche facility in France, with
acoustic and crosswind trials following in the second
quarter at GE's Peebles site.
e rst results from those tests were "in line with
expectations" CFM said, adding that the results were
then used to develop the second generation of fan designs.
Endurance trials were then carried out in Villaroche in
the second half of last year.
e company has been optimising blade aerodynamics
in the LP turbine by going through multiple stages of
computational uid dynamic design and analysis. e
turbine with its CMC blades, was demonstrated on a
CFM56-7B engine core last year.
e eCore design builds on all the experience CFM
has from previous HP cores -- from the GE90, through
"We are very pleased with the initial results
from the PW1217G engine test. It is meeting our
pre-test expectations." -- Bob Saia, P&W vice-
president, Next-Generation Product Family
CFM plans to certificate the engine in 2014,
prior to entry into service in 2016 on the
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