Beginning next month, engine manufacturers seeking FAA type certification for new turbine designs with inlet areas greater than 2.5 square meters (roughly 27 sq ft) will have to pass more stringent bird-ingestion tests. The amended rule–already accepted by the EASA–formalizes standards that the industry has already largely adopted, according to Marc Bouthillier of the FAA’s engine and propeller directorate.
Pratt & Whitney Canada and the French-Russian Snecma-NPO Saturn joint venture are knocking at the door of the market for regional-jet turbofan engines. The geared-fan PW800 and the more conventional SM146 are not yet fully launched programs, but development is well under way.
Emergency AD 2003-08-52 was issued last month for the GE CT7-9B turboprop in response to 12 compressor-stall events in Saab 340Bs over a six-month period. The stalls occurred when pilots throttled back from takeoff power to climb power. Nine of the events involved engines that had the compressor variable geometry (VG) rigged to N1, one of two allowable rigging options that affords slightly higher performance at the expense of stall margin.
For aviation, the spirit of the 1950s could be said to have begun with Chuck Yeager’s breaking of the “sound barrier” in Glamorous Glennis, a rocket-powered Bell X-1, on Oct. 14, 1947. The World War that had dominated the first half of the 1940s was receding in memory, and mankind’s focus on ascending from the rubble was illustrated clearly by the advances in aviation.
Honeywell will announce a new APU at the NBAA Convention this month aimed at turboprops, light jets and small helicopters. The company said the RE-50 is the first oilless and gearless APU with an integrated generator on the same shaft, and at 50 pounds it is about one-third the weight of Honeywell’s RE-150.
Bombardier Learjet 25, St. Augustine, Fla., July 21, 2007–An SK Logistics Learjet 25 was substantially damaged by a hard landing after a dual engine flameout on approach to St. Augustine Airport. As the first officer reduced power on approach, both engines quit. The captain tried unsuccessfully to restart the engines and landed the jet. The 4,620-hour ATP pilot and the 2,453-hour commercial first officer were not injured.
While it is the cold, hard numbers that decide our readers’ verdict on how well companies support the products they sell, it is the readers’ written comments that flesh out the picture and help those companies identify where, in their customers’ opinions, they could improve.
Pratt & Whitney Canada’s new PW535E turbofan engine for the Embraer Phenom 300 has reached its full takeoff thrust of 3,360 pounds at the company’s Longueuil, Quebec test facility. Embraer chose the PW535E turbofan in May 2005 to power the Phenom 300.
In a study titled “The Market for General Aviation/Utility Aircraft 2007-2016,” Forecast International said it anticipates a decline in corporate demand for twin turboprops in favor of the fractional ownership of turbofan-powered aircraft. Further, it expects this trend to accelerate as more sub-$4 million very light jets are delivered.
The NTSB this week finally released initial factual information about the Flight Options Beechjet 400A that experienced a dual engine flameout on Nov. 28, 2005. Both of the airplane’s Pratt & Whitney Canada JT15D-5 turbofans, which had been inspected 31 hours earlier, failed on a positioning flight to Marcos Island, Fla., when power was reduced after the fractional jet was cleared to descend to FL330 from FL380.