French engine maker Snecma is here at Asian Aerospace 2006 courting prospective partners and applications for its proposed new SM-X engine. The 8,500- to 10,500-pound thrust turbofan is being offered both for new large business jets and regional jetliners in the 40- to 60-seat class.
Business Aviation » Business Aviation Engines
News and issues relating to business aircraft turbine engines.
Snecma’s announcement in January that it is to develop the new SM-X turbofan for small regional airliners and mid-sized/large business jets took many by surprise, given the existence of several well-established players in the field and the enormous cost involved in designing and manufacturing an all-new powerplant.
GE Honda Aero Engines (Booth No. 1336) is refining the design of its HF118-2 engine. More than 100 engineers are working on the 1,700-pound-thrust turbofan, which still has to find its first application. “We are making it lighter and more efficient,” Gary Leonard, president of the General Electric-Honda joint venture, told EBACE Convention News here at EBACE 2006.
A visit to Frakes booth will not only reveal how to avoid getting ugly exhaust stack soot stains on turboprop nacelles but also how to prevent oil stains from forming. For while Joe Frakes is famed for his company’s replacement exhaust stacks, Wayne Butterfield is sharing his booth to publicize systems dedicated to eliminating oil residue and other exhaust stains from King Air nacelles.
Honeywell (Booth No. 406) has completed 330 TFE731-5BR engine conversions for upgrading Dassault Falcon 900As to 900Bs and for upgrading Falcon 20s to the -5BR that had earlier had their CF700s replaced with -5As. The company did not specify the number of airplanes involved in the conversion program, launched in 1991, but did say that “90 percent of the available Falcon 900A fleet” has been modified.
Pratt & Whitney has revealed the first newly manufactured components its Global Materials Solutions subsidiary has produced for the rival CFM56-3 engine.In response to CFM criticisms that non-genuine CFM56-3 parts could suffer reliability issues, P&W president Steve Finger said, “We’ve invested many millions in this program and have tremendous system knowledge of this engine. This is not uncharted land.”
The 560-pound-thrust DGEN380 turbofan engine recently made its first run in Tarnos, France, start-up company Price Induction announced. So far, the engine’s stability and vibration level are satisfactory, the company said. The 50 hours of the first test segment are being spread over this month.
After celebrating a bumper year in 2005, Rolls-Royce is pushing ahead with a huge program of reorganization to capitalize on its increasingly strong global position and secure its long-term stability.
Pratt & Whitney Canada (P&WC) has started running the PW617F engine. This is the latest member of its 900- to 1,300-pound-thrust PW600 family and is set to power Embraer’s Phenom 100 very light jet. The new turbofan was run for the first time on June 29, P&WC president Alain Bellemare told Aviation International News exclusively on the eve of the Farnborough show, saying that the engine was “going well”.
The CFM56-5B turbofan, an option on the Airbus Corporate Jetliner and A318 Elite ultra-large business jets, is now certified in an improved version. The so-called Tech Insertion upgrade takes advantage of the Snecma-General Electric Tech56 technology acquisition program. It is claimed to yield longer time on wing thanks to an additional 15- to 20-degree C margin in exhaust gas temperature limitations.