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PW2000 Questions  
User currently offlineOyKIE From Norway, joined Jan 2006, 2754 posts, RR: 4
Posted (5 years 10 months 3 weeks 4 days 11 hours ago) and read 3493 times:

I like the PW2000 that powers the 757, Illyushin IL-96M and the C-17 globemaster. With the 757 not being directly replaced it seems like the demand for an updated PW2000 engine would be low. However. Very recently Boeing has hinted at updating the C-17 globemaster with a new wing and updated engines. That is why I thought it would be time to look at the PW2000. How would an updated engine from Pratt look like? Is the core efficient enough? Would it be sufficient with a new fan, or would it be a new geared fan? All comments are welcome.


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6 replies: All unread, jump to last
 
User currently offlineEx52tech From United States of America, joined Dec 2006, 559 posts, RR: 1
Reply 1, posted (5 years 10 months 1 week 4 days 16 hours ago) and read 3143 times:

There were updates when they came out with the "94" package, I believe that is what they called it. The upgrades were for the C-17 and to modernize the engine some.

As I recall it included more controlled turbine case cooling, and the fan blades were replaced with a more robust blade, which actually caused a slight loss in fan thrust. We had both the older engines and the 94 package engines at the airline I worked at and it became a little dis-functional when the airline decided to install an older EEC on a new engine, defeating the updated features, and the new controllers would not work on the older engines at all, and the improved turbine case cooling did not function well most of the time even when the engine was configured properly.

Overall the 2037/2041 engine is a very good engine, easy to work on, and pretty much trouble free.
I think gearing the fan would be a good idea.



"Saddest thing I ever witnessed....an airplane being scrapped"
User currently offlineKELPkid From United States of America, joined Nov 2005, 6428 posts, RR: 3
Reply 2, posted (5 years 10 months 1 week 4 days 16 hours ago) and read 3141 times:

I have always wondered if McDD/Boeing ever considered offering the RB-211 for the C-17, and why the RAF didn't demand it  Wink


Celebrating the birth of KELPkidJR on August 5, 2009 :-)
User currently offlineEx52tech From United States of America, joined Dec 2006, 559 posts, RR: 1
Reply 3, posted (5 years 10 months 1 week 4 days 3 hours ago) and read 3076 times:



Quoting KELPkid (Reply 2):
I have always wondered if McDD/Boeing ever considered offering the RB-211 for the C-17

My guess would be the cost and engineering. Or they said "if you want our cargo airplane, then you get it with these engines". Really not a lot of new cargo airplane options out there.



"Saddest thing I ever witnessed....an airplane being scrapped"
User currently offlineDALMD88 From United States of America, joined Jul 2000, 2602 posts, RR: 15
Reply 4, posted (5 years 10 months 1 week 3 days 21 hours ago) and read 3038 times:



Quoting Ex52tech (Reply 1):
Overall the 2037/2041 engine is a very good engine, easy to work on, and pretty much trouble free.
I think gearing the fan would be a good idea.

The Pratt 2037 has not been trouble free. Right from the get go it has had vib problems. Within a short time the engine pylons were cracking requiring major rework. Rumor has it RR actually approached DL with a proposal to reengine the small 757 fleet that had been delivered if they would convert all future orders to the RB211. This was in lew of rebuilding the pylons.

Even has late as the 2000/2001 time frame there was a problem. There was a rash of internal cracking IIRC to a stator assembly. I remember there were 757's without engines all over ATL. The engine shop just couldn't keep up mostly because of parts not being avaliable.

I think the Pratt also more labor intensive. One coworker was talking to a AA mech on the bus one day. He wondered why we always seem to have the cowlings open on our 757's. He joked they sometimes they just go open one to remember what the RB looks like.


User currently offlineEx52tech From United States of America, joined Dec 2006, 559 posts, RR: 1
Reply 5, posted (5 years 10 months 1 week 2 days 16 hours ago) and read 2936 times:



Quoting DALMD88 (Reply 4):
The Pratt 2037 has not been trouble free. Right from the get go it has had vib problems. Within a short time the engine pylons were cracking requiring major rework.

I worked on those programs and repairs. Replacing the engine mounts, reworking the pylon mounts (attach fittings), climbing into the dry bays...yeah been there done that. Every time I hear you guys tell about how great RB211s are, I think of the RB211-22s that I worked on in the sub zero winters......yeah great engine!!!

Quoting DALMD88 (Reply 4):
I think the Pratt also more labor intensive.

After working on JT-9s for years, I felt like the Maytag man when I worked on the 2037s.



"Saddest thing I ever witnessed....an airplane being scrapped"
User currently offlineMarkC From United States of America, joined Apr 2006, 259 posts, RR: 0
Reply 6, posted (5 years 10 months 1 week 1 day 20 hours ago) and read 2869 times:

The improved engines would be the same 2000s with some different parts to allow some more thrust. The 2000 has not really changed much since the last 757. The military version is a late build 2000. These engines have 17 stages of compressor, and 7 stages of turbine. (94" 4000s have 16 and 6). They also have a larger bypass ratio than the 4000, but were designed earlier. There is still room to grow, but until now, no airframe has needed it. 757's already have enough power, and the existing C17 was based on early 2000s.

I would think a thrust upgrade would be very easy to accomplish.


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