Jetrader - September/October 2010 - 23

All of the players—the airlines, the airframers, the engine manufacturers and financiers—have had a wake-up call in the last few years. There is real risk out there…
moment. I suspect it will be several years before Boeing really has the appetite to transfer all of the technology and the risk we have seen from the 787 program. To some extent, the coincidence of the global financial crisis, ensuing economic impact upon world air traffic and the A380/787 delays have relieved the pressure on Boeing and Airbus to conjure up an all-new replacement for the narrowbodies. All of the players—the airlines, the airframers, the engine manufacturers and financiers—have had a wake-up call in the last few years. There is real risk out there, and quite frankly, the airlines are still ordering the current production narrowbodies, so why the rush? The replacement aircraft will need to have a robust technical and financial argument—and I get the feeling that neither Boeing nor Airbus is there yet. essentially all of the current engines follow similar design and construction criteria. So the advances we are waiting to see, to provide reductions in the SFC, time between refurbishment and noise/emissions improvement are: The geared turbo fan: Extract from Pratt & Whitney website: “…In the PurePower PW1000G engine, a state of the art gear system separates the engine fan from the low pressure compressor and turbine, allowing each of the modules to operate at their optimum speeds. This enables the fan to rotate slower and while the low pressure compressor and turbine operate at a high speed, increasing engine efficiency and delivering significantly lower fuel consumption, emissions and noise. This increased efficiency also translates to fewer engine stages and parts for lower weight and reduced maintenance costs…”1 However, opinion is divided as to the best approach to deliver the improvements required. Extract from Rolls-Royce website: “…We are currently working with airframer and university partners on opportunities to reduce fuel consumption by using unducted fan or ‘open rotor’ systems. By using two contra-rotating propellers driven by a gas turbine, fuel consumption —and CO2 emissions—can be reduced by 10-15 percent compared to an equivalent technology turbofan. Using the latest 3D aerodynamics and novel architectures we aim to maintain the progression of continued noise reduction relative to current turbofan levels……”2 And from GE/CFM: “…LEAP-X benefits from developments in composite materials technology, so that fan blades will be stronger, more durable and lighter, with the result that the number of blades can be reduced by 25 percent compared to the current CFM56-7B narrowbody engine. Further use of new composites within the LEAP-X engine could bring a total 1,000-pound (454kg) weight benefit per aircraft, claims CFM. A new TAPS II combustor is expected to achieve reductions of 60 percent in NOx emissions compared to ICAO CAEP/6 regulations that took effect earlier this year…”3

Conclusion
My opinion—let’s wait for the all-new aircraft and not an interim solution. The engine manufacturers will still be able to provide improvements to the current engine fleets.

The Engine Development Story
The different engine manufacturers’ current engine technology uses a similar principle and produces differences in thrust, SFC, etc. They basically consist of a compressor with a fan at the front, a high-pressure compressor and combustor assembly, and then a turbine stage to drive the compressors. The engines vary in the exact number of shafts— usually two but Rolls-Royce likes three for the large engines. The number of compressor and turbine stages vary, but

References
http://www.pw.utc.com/Products/ Commercial/PurePower+PW1000G 2. http://www.rolls-royce.com/ reports/environment_report_07/innovation/aerospace.html 3. http://www.greenaironline.com/ news.php?viewStory=224
1.

MCC Aviation Services, Inc.
Regional Aircraft Specialist

Frederick P. Dibble
President
(703) 847-6921 fred.dibble@mcc-aviation.com www.mcc-aviation.com

In Memoriam
William D. “Bill” Gardner
18 FEB 1943 - 14 AUG 2010

A Patriot and Gentleman

486679_MCC.indd 1

7/12/10 7:58:25 AM 486229_CK_mem.indd 1

Jetrader 2:35:57 PM 8/18/10 23


http://www.pw.utc.com/Products/Commercial/PurePower+PW1000G http://www.pw.utc.com/Products/Commercial/PurePower+PW1000G http://www.rolls-royce.com/reports/environment_report_07/innovation/aerospace.html http://www.rolls-royce.com/reports/environment_report_07/innovation/aerospace.html http://www.rolls-royce.com/reports/environment_report_07/innovation/aerospace.html http://www.greenaironline.com/news.php?viewStory=224 http://www.greenaironline.com/news.php?viewStory=224 http://www.mcc-aviation.com

Table of Contents for the Digital Edition of Jetrader - September/October 2010

Jetrader - September/October 2010
A Message from the President
Contents
Calendar/New
Q&A: Dr. Alan Epstein
Commercial Outlook is Up as Economies Rebound
Crisis, What Crisis?
The Big Question
Funding Fundamentals
Is That a Lawsuit in Your Luggage?
AFRA Sets Ambitious Challenge for Aircraft Recycling Sector
Road to Recovery
Remembering Hafthor Hafsteinsson
License to Fly
Aircraft Appraisals
From the ISTAT Foundation
Aviation History
Advertiser.com/Advertiser Index
Jetrader - September/October 2010 - Jetrader - September/October 2010
Jetrader - September/October 2010 - Cover2
Jetrader - September/October 2010 - A Message from the President
Jetrader - September/October 2010 - 4
Jetrader - September/October 2010 - Contents
Jetrader - September/October 2010 - 6
Jetrader - September/October 2010 - Calendar/New
Jetrader - September/October 2010 - 8
Jetrader - September/October 2010 - Q&A: Dr. Alan Epstein
Jetrader - September/October 2010 - 10
Jetrader - September/October 2010 - 11
Jetrader - September/October 2010 - Commercial Outlook is Up as Economies Rebound
Jetrader - September/October 2010 - 13
Jetrader - September/October 2010 - 14
Jetrader - September/October 2010 - 15
Jetrader - September/October 2010 - Crisis, What Crisis?
Jetrader - September/October 2010 - 17
Jetrader - September/October 2010 - 18
Jetrader - September/October 2010 - 19
Jetrader - September/October 2010 - 20
Jetrader - September/October 2010 - The Big Question
Jetrader - September/October 2010 - 22
Jetrader - September/October 2010 - 23
Jetrader - September/October 2010 - Funding Fundamentals
Jetrader - September/October 2010 - 25
Jetrader - September/October 2010 - 26
Jetrader - September/October 2010 - 27
Jetrader - September/October 2010 - 28
Jetrader - September/October 2010 - Is That a Lawsuit in Your Luggage?
Jetrader - September/October 2010 - 30
Jetrader - September/October 2010 - 31
Jetrader - September/October 2010 - AFRA Sets Ambitious Challenge for Aircraft Recycling Sector
Jetrader - September/October 2010 - 33
Jetrader - September/October 2010 - 34
Jetrader - September/October 2010 - 35
Jetrader - September/October 2010 - Road to Recovery
Jetrader - September/October 2010 - 37
Jetrader - September/October 2010 - 38
Jetrader - September/October 2010 - Remembering Hafthor Hafsteinsson
Jetrader - September/October 2010 - 40
Jetrader - September/October 2010 - 41
Jetrader - September/October 2010 - 42
Jetrader - September/October 2010 - License to Fly
Jetrader - September/October 2010 - 44
Jetrader - September/October 2010 - Aircraft Appraisals
Jetrader - September/October 2010 - 46
Jetrader - September/October 2010 - From the ISTAT Foundation
Jetrader - September/October 2010 - Aviation History
Jetrader - September/October 2010 - 49
Jetrader - September/October 2010 - Advertiser.com/Advertiser Index
Jetrader - September/October 2010 - Cover3
Jetrader - September/October 2010 - Cover4
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