AlliedSignal has launched the full-scale development of its next generation AS900 turbofan for business aircraft and regional airliners.
"We are fully committed to this programme and obviously we would not be going ahead if we did not have good prospects of selling the engine," says AlliedSignal Engines Commercial Propulsion vice-president, Dominique Hedon.
Although no launch platforms have yet been announced, the engine maker appears confident that the initial 7,500lb-thrust (33kN) member of the AS900 family will soon have customers.
"The development of an engine takes longer than that of an aircraft, so we need to start early compared to the application. We are therefore taking some risk," acknowledges Hedon.
The engine is aimed mainly at super mid-size business jets and regional jets such as the Avro RJ-X. Although officially it is still in competition with Pratt & Whitney Canada's PW308, it is believed the US company is close to signing a memorandum of understanding with British Aerospace Regional Aircraft.
The first business aircraft application is widely expected to be a new generation super mid-size development due to be announced by Bombardier at next month's National Business Aircraft Association meeting in Las Vegas.
AlliedSignal plans to develop the engine with risk and revenue sharing partners. Two "major" partners constitute around 30% of the programme, while a group of smaller partners will account for a further 5%. One of the major partners is Aerospace Industrial Development Center of Taiwan, which is already linked to AlliedSignal through its jointly held International Turbine Engine company. AIDC will make the fan module which accounts for 14% of the programme's value.
The fast-paced programme calls for first engine to test in July 1999 with certification expected in the first quarter of 2001. Entry into service is expected by the third quarter 2001, "depending on the application" says Hedon.
Although the engine incorporates technological innovations, advanced materials and aerodynamic design, the main emphasis is on low cost of ownership and reduced maintenance. "The prime target is a very low cost engine with a reduced parts count, low cost materials and a low development cost," says Hedon. Many of the advances were built into a demonstration core which first ran last December.
Unusually, the engine is also being offered from the start with an on-condition maintenance programme, and operators will be offered the option of fixed inspection intervals set at 3,500h for the hot section and 7,000h for the compressor area at maturity.
Future developments may include a 9,000lb-thrust version with a larger fan and added low pressure compressor stages, and smaller variants of around 5,000lb- thrust and upwards.
Source: Flight International
