The PW1100G-JM family of engines uses a revolutionary but not new technology that essentially makes the engine a cross between a turboprop and a pure turbofan. This is the largest geared turbofan produced till date. With this engine, Pratt and Whitney marks its return as a single brand powerplant option for narrowbody mainline jets. Boeing 737-300/400/500/600/700/800/900/MAX-7/8/9 are all powered by CFM engines, while the Airbus A320 family of aircraft are powered by either CFM or the IAE consortium’s engines. Pratt and Whitney is part of the IAE consortium.
The “JM" in PW1127G-JM represents partner companies Japanese Aero Engine Corporation (JAEC) and (Motoren- und Turbinen-Union GmbH) MTU. JAEC holds a 23 percent share in the PW1100G program and is responsible for the fan, low pressure compressor (LPC) and combustor/diffuser. MTU holds an 18 percent share and is responsible for the low pressure turbine (LPT), and jointly with Pratt & Whitney the high pressure compressor (HPC). Pratt & Whitney is responsible for the remainder of the engine and systems integration.
The PW1100G-JM family powers the Airbus A320NEO family (A319NEO, A320NEO, and A321NEO) and is available in 5 thrust variants of 22,000/24,000/27,000/30,000/33,000 lbf (pound-force) per engine. The PW1127G-JM that powers the A320NEO is the 27,000 lbf variant.
The CFM powered A320NEO (A320-251N) will be certified in the coming months.
In India, all operators that have placed direct orders for Airbus A320NEO aircraft have chosen the PW1127G-JM as the power plant of choice. IndiGo has 430 Airbus A320NEOs on order, some of which may be converted to A321NEO orders. Go Air has an order for 72 Airbus A320NEO aircraft. Vistara, which is committed to the lease of 20 Airbus A320 aircraft from Bank of China Aviation (BOC Aviation), will receive 7 Airbus A320NEOs from mid 2017 onwards. However, the engine option has not yet been finalised. AirAsia India, which leases aircraft from AirAsia Berhad, will receive Airbus A320NEOs powered by the CFM LEAP engines.
One of IndiGo’s Airbus A320NEOs, MSN 6720, is one of the three test aircraft, and has been flying since September 25th, 2015. However, the first production aircraft is destined for Qatar Airways, the launch customer. MSN 6744, to be registered VT-ITA, a Hamburg produced A320NEO already painted in airline colors, may be the first A320NEO for IndiGo, despite being produced after the aircraft that was already flying for the certification program.
The three flight test aircraft powered by Pratt & Whitney engines accumulated over 1,070 flight hours over 350 flights. Of these 1,070 flight test hours, 300 were completed with the same aircraft in an airline like environment to ensure operational maturity at entry into service.
The A320-271N is the 9th sub-variant of the A320-200 family, after A320-211/212/214/215/216/231/232/233. The A321-271N is ‘significantly different’ from the original A320 Type certificate via the modification labelled “MOD 161000”. Pratt and Whitney received FAA certification for the PW1100G-JM engine on December 19th, 2014.
The A320-271N’s operating empty weight is around 3 tonnes heavier than the A320-232 which IndiGo flies today. However, the maximum take-off weight of the highest weight variant of the A320-271N is 79 tonnes, which is just 1 tonne higher than the maximum take-off weight of the highest weight variant of the A320-232. The dry weight of each PW1127G-JM engine is 453kg heavier than the IAE V2527-A5 that powers the -232 variant. This implies that the weight of accessories and structural reinforcements total to around 2 tonnes.
The A320-271N promises a fuel saving of upto 11% over the A320-232SL and 15% over the A320-232 (non winglet). Such savings are however realised only on flights of 3000NM and higher.
There is a strong possibility of IndiGo receiving its first Airbus A320NEO by end of this calendar year. As per our information, IndiGo’s A320NEOs will be fitted with 186 seats – six seats more than what it fits every aircraft cabin with, today.
Thanks to Cyril for the heads up on the certification.
Air Berlin’s focus on reducing its carbon footprint, and its fuel bills, is inspirational. Airberlin, despite having achieved a new record with its average fuel consumption of 3.4 liters per passenger kilometer flown, is continuing to extend its pioneering role through constant innovative developments. It has so far had three approaches to reducing fuel bills: through operational techniques, which involves pilots; through drag reduction techniques, which involves maintenance of the aircraft skin paint, and now through weight reduction programs. Weight, Drag, and Flying techniques: all three impact fuel burn.
In 2012, the Fuel Efficiency Training program was introduced in which 60 pilots served as “Fuel Coaches" to pass on their knowledge to around 280 pilots, on “Fuel Efficiency Flights". These flights placed emphasis on the use of the GPU instead of the APU, when parked at the gate; Continuous Descent Approaches, and Single Engine Taxi. These save not only fuel, but cut maintenance related bills due to reduced system wear.
Airberlin also became the first airline to develop new software for aerodynamic optimization, using a in-house developed measuring tool aimed at optimizing air flow over the aircraft exterior. This new software calculates the additional fuel consumption due to the increased air resistance and allows Airberlin to repair these specific flaws in the course of the next maintenance event.
In its latest drive, “Mission Clear Out", Air Berlin removed all non-fixed items from an Airbus A330: D-ALPC, to weigh and identify those that were essential, non-essential, and those that could be replaced with something lighter. For example, the Quick Reference handbook is essential, but a hard copy of the manual does not need to be carried since it is already available in digital form on the computer in the cockpit.
With this exercise, Air Berlin was able to save 17kg, which, over a year, translates to significant savings. The longest route flown by Air Berlin is to Los Angeles, from Berlin, which is around 5,000NM. An Airbus A330-200 burns, over this distance, approximately 200kg of fuel for every 1000kg of additional load. If even 17kg is knocked off an airplane, it translates to a saving of 3.5kg per aircraft, and at least 7 kg per aircraft per day. Over a year, this amounts to 2,555kg per aircraft per year, or 3,200 litres per aircraft per year. With their fleet of 14 A330-200 (as of 30th of June 2013), this can result in a saving of as much as 44,712 liters of ATF per year, and this is huge: enough to fuel an A330 for a 4,000NM trip!
“This project has demonstrated that Airberlin is already very well positioned in terms of eco-efficient flying, since only a few items were found that were non-essential. Nonetheless, the expense has paid dividends and reduced annual CO2 emissions per aircraft on long-haul routes by about eight tonnes, which is equivalent to 2.5 tonnes of fuel," said Christian Bodemann, Head of Cabin Maintenance at Airberlin technik and the project manager of Clear Out.
The mission has had a further positive outcome: during the detailed analysis carried out on the aircraft’s non-fixed furnishings, it was possible to identify several follow-on projects, which Airberlin will now continue to pursue as part of its efficiency drive.
Recently, Airberlin received the “Silver Eco-Airline of the Year" award, given as part of the Eco-Aviation awards, by the American aviation magazine Air Transport World, in recognition of its commitment in the area of eco-efficiency.