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The next generation of regional jets – the Mitsubishi Regional Jet (MRJ). The MRJ is a 70-to-90-passenger commercial transport to enter revenue service in 2013. The MRJ70 will be rated at 67 kilonewtons, the larger MRJ90 at a takeoff thrust of 76 kilonewtons. Its market volume is estimated at 1,500 units. Official program launch is expected to occur this year. The Japanese opted for the geared turbofan on account of its 15 percent lower operating costs. “A major part of that is due to its lower fuel consumption,” Winkler says. Compared to today’s best-selling engines in this thrust class the new design offers a reduction of maintenance costs of 40 percent according to Robert Saia, Vice President Next Generation Product Family at Pratt & Whitney. “Additionally it is about ten decibels quieter.” The big advantage afforded by geared turbofans is their reduction gear, which decouples the fan from the remaining low-pressure system. That allows the components to run in their respective optimum speed ranges to improve efficiency. “By decoupling the fan it turns at a third of the speed of the rest of the low-pressure system. This way we can increase the speeds of the low-pressure compressor and turbine. Thus, for a given thrust range we can reduce the number of stages of the low-pressure compressor and the lowpressure turbine,” the American engineer says. The concept also enables bigger fan diameters to be selected, which in turn makes for larger bypass ratios and hence lower fuel consumption. “We try to make the fan as large as possible. The slower it turns the more efficient and quieter it gets,” explains Saia. At this time, negotiations are underway between MTU and Pratt & Whitney regarding the size of MTU’s stakes. “We’re seeking module responsibility in development and manufacturing,” Winkler confirms. The Munich people have set their sights on two components, hoping to bag a stake in the compressor, apart from the high-speed lowpressure turbine. For MTU, the bargaining position looks compelling, not least on account of the Germans’ low-pressure turbine expertise. That turbine is a key component of the geared turbofan. Says Winkler: “On the high-pressure compressor, we’re targeting the stake we already had in the experimental compressor. That would be the first four stages, which is about half the compressor.” Developed in partnership with Pratt & Whitney, this eight-stage high-pressure compressor has its first test phase behind it. “In the process, it attained its efficiency and stability goals throughout,” Winkler says. “It has a high 17:1 pressure ratio and its size is targeted at the potential successor models of the Airbus A320 and Boeing 737. In a downscaled version, the compressor will be used, for instance, also on the MRJ and Bombardier’s CSeries engine.” The aircraft of the Canadian CSeries are conceived to seat 110 and 130 passengers, and enter revenue service in 2013, like the MRJ. MTU estimates its market volume at roughly 3,000 units in the approximately 102-kilonewton thrust range. The decisions made by the regional aircraft makers may point the way for the industry in general. The MTU manager is confident that “if the geared turbofan actually prevails and meets expectations in this domain, that is sure to have a ripple effect on the next-generation singleaisle aircraft.” First results coming in from a geared turbofan demonstrator based on the PW6000 speak for themselves. “We’ve met specifications for specific fuel consumption and effi- The geared turbofan demonstrator on Pratt & Whitney’s advanced test facility in West Palm Beach, Florida. The high-pressure compressor developed jointly by MTU and Pratt & Whitney on MTU’s test stand. ciency,” Winkler emphasizes. The demonstrator features a gearbox and a new lowpressure system including MTU’s high-speed low-pressure turbine. Compared with the standard PW6000, fuel consumption is much superior, albeit not yet comparable with later product applications that will come with a new core. Flight tests planned for mid-year are expected to demonstrate that capability also when airborne. But even idling on the test stand, the engine has impressed Winkler and his colleagues. “It’s so quiet you can keep up a conversation standing right next to it.” For additional information, contact Dr. Christian Winkler +49 89 1489-8663 For interesting multimedia services associated with this article, go to: www.mtu.de/108GTF_E 6 Cover Story 7
Optimized bestseller By Nicole Geffert A new chapter is being opened in the V2500’s book of achievements: SelectOne is the optimized version of the best-selling V2500 that International Aero Engines (IAE) brought to market over two decades ago. The reliable engine has been refined to reduce fuel consumption, boost time on wing and cut maintenance costs. Production launch of the upgrade is scheduled in summer 2008. “SelectOne comes as a direct response to customer demands,” explains Leo Müllenholz, who heads IAE programs at MTU Aero Engines. The program director is confident that “improved reliability and reduced maintenance costs make the new build standard attractive for airlines” and that “it will help IAE to retain the lead it has over competitors.” IAE has further refined the class-leading engine. Fuel consumption has been reduced by another percentage point, with a corresponding reduction in emissions. Time on wing has been extended, too, allowing SelectOne to remain on the aircraft 20 percent longer than its trusted V2500-A5 predecessor model. 8 Technology + Science 9
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