Oykie
Posts: 1614
Joined: Sat Jan 07, 2006 9:21 am

PW2000 Questions

Sun Jan 04, 2009 10:50 am

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.
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
 
ex52tech
Posts: 553
Joined: Wed Dec 06, 2006 2:28 pm

RE: PW2000 Questions

Sun Jan 18, 2009 5:54 am

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"
 
KELPkid
Posts: 5247
Joined: Wed Nov 02, 2005 5:33 am

RE: PW2000 Questions

Sun Jan 18, 2009 6:08 am

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 :-)
 
ex52tech
Posts: 553
Joined: Wed Dec 06, 2006 2:28 pm

RE: PW2000 Questions

Sun Jan 18, 2009 7:38 pm



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"
 
Dalmd88
Posts: 2447
Joined: Fri Jul 28, 2000 3:19 am

RE: PW2000 Questions

Mon Jan 19, 2009 12:58 am



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.
 
ex52tech
Posts: 553
Joined: Wed Dec 06, 2006 2:28 pm

RE: PW2000 Questions

Tue Jan 20, 2009 6:24 am



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"
 
MarkC
Posts: 238
Joined: Tue Apr 25, 2006 8:10 am

RE: PW2000 Questions

Wed Jan 21, 2009 2:33 am

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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