Введение
1963 турбовентиляторный двигатель семейства
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
тип = турбовентиляторный
производитель = Pratt & Whitney
страна происхождения = Соединенные Штаты
первый запуск = 1960
основные применения = Boeing 727, Boeing 737 100/200, McDonnell Douglas DC-9, McDonnell Douglas MD-80, Dassault Mercure
количество построенных = 14 750
Pratt & Whitney также продает статические версии для энергетических установок и судовых движителей под обозначением FT8.
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Конструкция
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
JT8D – это турбовентиляторный двигатель с осевым потоком, использующий двухкаскадную схему. Он включает в себя два коаксиально установленных независимых вращающихся узла: один вращающийся узел для компрессора низкого давления (КНД), состоящий из первых шести ступеней (т.е. шести пар рабочих и направляющих лопаток, включая первые две ступени, предназначенные для обходного турбовентилятора), приводимый в движение второй (последующей по потоку) турбиной (состоящей из трех ступеней); и второй вращающийся узел для секции компрессора высокого давления (КВД), имеющей семь ступеней. Высококомпрессор приводится в движение первой (предшествующей по потоку) турбиной, имеющей одну ступень. Передний вентилятор имеет две ступени. Кольцевой выхлопной канал для обходного вентилятора проходит по всей длине двигателя, обеспечивая выход как воздуха вентилятора, так и выхлопных газов через одно и то же сопло. Такая конструкция обеспечивает некоторое снижение шума, поскольку горячие выхлопные газы турбины, движущиеся с высокой скоростью, окутываются гораздо более холодным и медленно движущимся воздухом (от обходного вентилятора) перед взаимодействием с окружающим воздухом. Таким образом, уровень шума JT8D был значительно снижен по сравнению с предыдущими двигателями без турбовентиляторов, хотя низкое отношение двухконтурности означало, что по сравнению с последующими разработанными турбовентиляторами, уровень шума все еще оставался высоким. Внутри корпуса вентилятора расположены воздухозаборники и датчики для определения давления и температуры входящего воздуха, а также системы противообледенения. Аналогичные устройства установлены по всему двигателю для контроля температуры и давления. На 13-й (т.е. последней) ступени компрессора воздух отводится для системы противообледенения. Количество отводимого воздуха регулируется сигналом управления отбором воздуха в зависимости от степени сжатия (PRBC). Корпус диффузора на заднем конце компрессора содержит 13-ю ступень. Увеличение площади поперечного сечения позволяет сжатому воздуху замедлиться перед поступлением в одну из девяти камер сгорания двигателя. Здесь же имеются два воздухозаборника для отвода воздуха 13-й ступени для противообледенения, обогрева топлива и использования в системе наддува кабины самолета. Не весь сжатый воздух поступает в камеры сгорания в точке зажигания топлива; часть воздуха обходит камеры, охлаждая первую ступень турбины, а часть постепенно подается в периметр камеры сгорания таким образом, чтобы пламя топлива удерживалось вблизи центральной линии камеры. Двигатель имеет девять камер сгорания, расположенных в кольцевой компоновке. Каждая камера имеет три размера входных отверстий для воздуха: самое маленькое – для охлаждения, среднее – для сжигания и самое большое – для создания воздушной завесы.
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Модернизация
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
В ответ на экологические проблемы, возникшие в 1970-х годах, компания начала разработку новой версии двигателя – семейства JT8D-200. Разработанная для обеспечения более тихой, чистой, эффективной и мощной работы, чем у предыдущих моделей, силовая установка серии 200 была перепроектирована с существенно увеличенным отношением двухконтурности (1,74:1), обеспечивающим тягу в диапазоне от 82 до 97 кН (18 500 – 21 700 фунтов силы) и используемую для серии McDonnell Douglas MD-80. Это увеличение было достигнуто за счет увеличения диаметра вентилятора обходного потока и уменьшения давления воздуха на вентиляторе (с 2,21:1 до 1,92:1). Общее давление воздуха в двигателе также было увеличено с 15,4 до 21,0. С момента ввода в эксплуатацию в 1980 году было произведено более 2900 двигателей серии 200. Двигатели JT8D-217 и -219 были испытаны в 2001 году и признаны подходящими для замены устаревших двигателей TF33 на военных и гражданских самолетах в рамках программы переоборудования двигателей Super 27. Модернизированные двигатели соответствуют сниженным стандартам шума (3-й этап) без необходимости установки шумоглушителей, обеспечивают улучшенные взлетно-посадочные характеристики, более крутые и быстрые скорости набора высоты и примерно на 10% снижают расход топлива при увеличении дальности полета. Pratt & Whitney, в совместном предприятии с Seven Q Seven (SQS) и Omega Air, разработала JT8D-219 в качестве силовой установки для переоборудования самолетов Boeing 707. Northrop Grumman использовала двигатель -219 для переоборудования одного из самолетов системы радиолокационного дозора и управления воздушным движением E-8 Joint STARS, что позволило увеличить время пребывания JSTARS в воздухе благодаря 17%-ной экономии топлива. Однако эти планы были отменены после единичного переоборудования, когда было принято решение о снятии платформы с эксплуатации. НАТО первоначально планировало переоборудовать свой парк самолетов дальнего радиолокационного обнаружения и управления E-3 Sentry AWACS, однако эти планы также были отменены после принятия решения о снятии платформы E-3 с эксплуатации в пользу E-7 Wedgetail. Двигатель -219 рекламируется как вдвое более дешевый, чем конкурирующая силовая установка для переоборудования Boeing 707 – CFM International CFM56, благодаря геометрической и балансировочной схожести с заменяемым двигателем и связанным с этим относительно небольшим затратам на модификацию крыла.
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Обновленные модели серии 200: 1(A/B)/7(A/B)/9(A)/11, 5, 15(A), 17(A/R/AR), 209, 217(A/C), 219
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Сертификация: 1 февраля 1963 г., 7 апреля 1971 г., 1 февраля 1974 г., 22 июня 1979 г., 31 октября 1980 г., 22 февраля 1985 г.
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Компрессор: осевой, 13 ступеней, осевой, 14 ступеней
Камеры сгорания, турбина: 9 канальных, 4 ступени
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Максимальная тяга
Длина
Ширина
Сухой вес
Обороты КНД: 8600, 8500, 8800, 8800, 8900, 7850, 7770, 8080, 8120
Обороты КВД: 12250, 12100, 12250, 12250, 12280, 12150, 12285, 12350, 12350
1963 turbofan engine family
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
type= Turbofan
manufacturer = Pratt & Whitney
national origin = United States
first run = 1960
major applications = Boeing 727 Boeing 737 100/ 200 McDonnell Douglas DC 9 McDonnell Douglas MD 80 Dassault Mercure
number built = 14,750 Pratt & Whitney also sells static versions for powerplant and ship propulsion as the FT8. Design
The JT8D is an axial flow front turbofan engine incorporating a two spool design. There are two coaxially mounted independent rotating assemblies: one rotating assembly for the low pressure compressor (LPC) which consists of the first six stages (i. e. six pairs of rotating and stator blades, including the first two stages which are for the bypass turbofan), driven by the second (downstream) turbine (which consists of three stages); and a second rotating assembly for the high pressure compressor (HPC) section, which has seven stages. The high pressure compressor is driven by the first (upstream) turbine, which has a single stage. The front mounted bypass fan has two stages. The annular discharge duct for the bypass fan runs along the full length of the engine, so that both the fan air and exhaust gases can exit through the same nozzle. This arrangement allows some noise attenuation, in that the still hot fast moving turbine exhaust is shrouded in much cooler and slower moving air (from the bypass fan) before interacting with ambient air. Thus, the JT8D noise levels were significantly reduced from previous non turbofan engines, although the low bypass ratio meant that, compared to subsequently developed turbofans, high noise levels were still produced. Within the fan inlet case, there are anti icing air bosses and probes to sense the inlet pressure and temperature. Similar units exist throughout the engine to check temperatures and pressures. At the 13th (i. e. the final) compressor stage, air is bled out and used for anti icing. The amount is controlled by the Pressure Ratio Bleed Control sense signal (PRBC). The diffuser case at the aft end of the compressor houses the 13th stage. Its increasing cross sectional area allows the compressed air to slow down before entering one of the engine's nine burner cans. Again, there are two bosses to extract 13th stage air for anti icing, de icing of fuel, and airframe (cabin pressurization) use. Not all the compressed air enters the burner cans at the fuel ignition point; some bypasses the can completely and cools the first turbine stage, and some is gradually introduced into the burner can's perimeter in such a way that the burning fuel is held near the can's centerline. There are nine combustion chambers positioned in a can annular arrangement. Each chamber has three air inlet hole sizes: the smallest is for cooling, the medium is for burning and the largest for forming an air blanket. Update programs
In response to environmental concerns that began in the 1970s, the company began developing a new version of the engine, the JT8D 200 series. Designed to be quieter, cleaner, more efficient, yet more powerful than earlier models, the 200 Series power plant was re engineered with a significantly higher bypass ratio (1.74 to 1) covering the 18,500 to 21,700 pound force (82 to 97 kN) thrust range and powering the McDonnell Douglas MD 80 series. This increase was achieved by increasing bypass fan diameter from to and reducing fan pressure ratio (from 2.21 to 1.92). Overall engine pressure ratio was also increased from 15.4 to 21.0. Since entering service in 1980, more than 2,900 of the 200 series engines have been produced. The JT8D 217 and 219 engine(s) were tested in 2001 and were deemed suitable replacements for the old TF33 engines on military and commercial aircraft as part of the Super 27 re engining program. The updated engines offer reduced (Stage 3) noise compliance standards without the need for hush kits, enhanced short field performance, and steeper and faster climb rates with roughly a 10% reduction in fuel burn for extended range. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, developed the JT8D 219 as a re engine powerplant for Boeing 707 based aircraft. Northrop Grumman used the 219 to re engine one of the United States Air Force's fleet of 19 Joint Surveillance Target Attack Radar System (E 8 Joint STARS) aircraft, which would allow the JSTARS more time on station due to the engine's 17% greater fuel efficiency. However these plans were cancelled after the single conversion when the decision was taken to retire the platform. NATO originally planned to re engine their fleet of E 3 Sentry AWACS aircraft, however again this was cancelled after the decision was taken to retire the E 3 platform in preference for the E 7 Wedgetail. The 219 is publicized as being half the cost of the competing 707 re engine powerplant, the CFM International CFM56, for reasons of geometrical and balance similarity to the engine it is replacing and the associated relative up front wing modification costs of the two choices. Updated 200 series Model 1(A/B)/7(A/B)/9(A)/11 5 15(A) 17(A/R/AR) 209 217(A/C) 219 Certification Feb 1, 1963 Apr 7, 1971 Feb 1, 1974 Jun 22, 1979 Oct 31, 1980 Feb 22, 1985 Compressor axial 13 stage axial 14 stage Combustors, turbine 9 can annular, 4 stage Maximum Thrust Length Width Dry Weight LP rpm 8,600 8,500 8,800 8,800 8,900 7,850 7,770 8,080 8,120 HP rpm 12,250 12,100 12,250 12,250 12,280 12,150 12,285 12,350 12,350
Производство
Более 14 000 двигателей JT8D было произведено, наработав в общей сложности более полумиллиарда часов, и их эксплуатировали более 350 авиакомпаний, что делает его самым популярным турбовентиляторным двигателем с низким двухконтурным соотношением, когда-либо созданным. Серийное производство было завершено в 1985 году, однако в 2011 году были выпущены некоторые двигатели для замены на военных самолетах. Эксплуатация двигателей JT8D основными авиакомпаниями продолжалась до 2020 года, когда Delta Air Lines досрочно вывела из эксплуатации парк MD-88 из-за пандемии COVID-19.
More than 14,000 JT8D engines have been produced, totaling more than one half billion hours of service, with more than 350 operators, making it the most popular of all low bypass turbofan engines ever produced. Regular production ended in 1985, but some replacement engines were produced for military aircraft in 2011. Mainline airline use of the JT8D continued until 2020 when Delta Air Lines retired their MD 88 fleet early due to the COVID 19 pandemic.
Аварии
18 января 1969 года, рейс 266 United Airlines – через десять минут после взлета экипаж получил предупреждение от двигателя №1 о пожаре и отключил его. Минуту спустя рейс UA266 потерял всю электрическую мощность, что привело к отказу авиационных приборов. Через 13 минут после взлета самолет потерпел крушение в Тихом океане, в 12 милях от побережья, погибли все 38 человек на борту, включая 32 пассажира и 6 членов экипажа. 4 апреля 1977 года, рейс 242 Southern Airways – оба двигателя DC-9 вышли из строя, когда пилоты попали в сильный грозовой фронт, ошибочно интерпретировав показания бортового радара. Полет проходил в условиях сильного дождя и града. NTSB пришел к выводу, что "потеря тяги была вызвана попаданием огромного количества воды и града, которые в сочетании с движением рычага управления тягой привели к серьезному срыву и значительному повреждению компрессоров двигателя". В результате катастрофы погибли 63 человека на борту и девять на земле. 22 августа 1985 года, рейс 28M British Airtours – во время взлета из аэропорта Манчестера произошел отказ двигателя, и огонь распространился в салон, что привело к 55 погибшим на борту Boeing 737-236 Advanced. 6 сентября 1985 года, рейс 105 Midwest Express – NTSB установил, что неконтролируемый отказ распорки компрессора 9-й и 10-й ступеней произошел сразу после взлета из международного аэропорта Милуоки Митчелл (ранее известного как аэродром Билли Митчелл). Было замечено, что самолет значительно замедлился из-за отказа двигателя и попал в режим сваливания. Самолет закренился на 90 градусов вправо и упал к югу от взлетно-посадочной полосы, в результате чего погибли 31 человек (все пассажиры и члены экипажа) на борту McDonnell Douglas DC-9. 3 мая 1991 года, Ryan Airlines – неконтролируемый отказ диска компрессора 9-й ступени повредил топливопроводы и фюзеляж на взлетно-посадочной полосе в международном аэропорту Брэдли, вызвав пожар и полную потерю самолета. О жертвах не сообщается. 27 декабря 1991 года, рейс 751 Scandinavian Airlines – двигатели MD-81 захватили обледенение крыла во время взлета, что привело к повреждению двигателя и полной потере тяги на обоих двигателях. Самолет упал на лесной опушке без жертв. 6 июля 1996 года на MD-88, рейсе 1288 Delta Air Lines, произошел взрыв двигателя непосредственно перед взлетом в Пенсаколе, штат Флорида, США, в результате чего погибли два человека. 6 марта 2003 года самолет 737-200, эксплуатируемый Air Algérie, потерпел крушение из-за внезапной потери тяги, вызванной разрушением лопастей вентилятора левого двигателя, а капитан перехватил управление у второго пилота, не оценив ситуацию и не подготовившись к ней. Погибли все 6 членов экипажа и 96 из 97 пассажиров. 15 апреля 2008 года DC-9-51, эксплуатируемый Hewa Bora Airways, потерпел крушение и сгорел в Гоме после пожара в двигателе, в результате чего погибли 40 человек. 10 июля 2019 года McDonnell Douglas MD-88, эксплуатируемый Delta, благополучно приземлился после отказа двигателя. 2 июля 2021 года, рейс 810 Transair – один двигатель грузового Boeing 737-200 вышел из строя по пути из Гонолулу на соседний гавайский остров Мауи. Экипаж попытался вернуться в международный аэропорт Дэниела К. Инуи в Гонолулу, но второй двигатель самолета перегрелся, вынудив двух пилотов совершить приводнение примерно у южного побережья Оаху. Оба пилота были спасены береговой охраной США. 19 октября 2021 года на взлетном проходе частного MD-87 был замечен "клуб дыма" из левой гондолы двигателя сразу после увеличения тяги. Впоследствии самолет съехал с конца взлетно-посадочной полосы на травяное поле и загорелся. MD-87 был почти полностью уничтожен огнем. Частный самолет N987AK McDonnell Douglas MD-87, принадлежащий J. Alan Kent Development LLC, выполнял чартерный рейс, перевозя спортивных болельщиков в Бостон на игры чемпионата ALCS по бейсболу. В этом инциденте был зафиксирован только один незначительный травматизм, жертв нет. Расследование продолжается.
18 January 1969United Airlines Flight 266 – ten minutes after takeoff, the cockpit received a warning from Engine 1 of an engine fire and cut off power to that engine. A minute later, Flight UA266 suffered a total loss of electrical power, which disabled the aircraft's flight instruments. At 13 minutes after take off, the plane crashed into the Pacific Ocean, just 12 miles off the coast, killing all 38 people aboard the aircraft, which consisted of 32 passengers and six crew members. 4 April 1977Southern Airways Flight 242 – both engines on the DC 9 failed when the pilots flew into a severe thunderstorm after misreading their onboard radar. The flight encountered severe rain and hail. The NTSB concluded that the "loss of thrust was caused by the ingestion of massive amounts of water and hail which in combination with thrust lever movement induced severe stalling in and major damage to the engine compressors". Some 63 people on board and nine on the ground died as a result of the accident. 22 August 1985British Airtours Flight 28M – an engine failed during take off from Manchester Airport and a fire spread into the cabin, resulting in 55 fatalities aboard the Boeing 737 236 Advanced. 6 September 1985Midwest Express Flight 105 – the NTSB concluded that an unconfined failure of the 9th 10th stage compressor spacer occurred immediately after takeoff from Milwaukee Mitchell International Airport (then called Billy Mitchell Field). The plane was observed to have slowed significantly as a result of the engine loss and experienced an accelerated stall condition. The plane rolled to the right 90 degrees and crashed just south of the runway, resulting in 31 fatalities (all passengers and crew) aboard the McDonnell Douglas DC 9 aircraft. 3 May 1991Ryan Airlines – unconfined failure of 9th stage compressor disc penetrated fuel lines and fuselage on the tarmac at Bradley International Airport causing fire and complete loss of aircraft. No fatalities reported. 27 December 1991Scandinavian Airlines Flight 751 – the engines on an MD 81 ingested wing ice during takeoff causing engine damage that led to a total loss of thrust on both engines. The aircraft crashed in a forest clearing with no fatalities. 6 July 1996An engine explosion happened on an MD 88, Delta Air Lines Flight 1288, just prior to take off at Pensacola, Florida, USA, with two fatalities. 6 March 2003A 737 200 operated by Air Algérie crashed due to sudden loss of thrust as a result of the left engine's fan blades fracturing and the captain taking controls off of the first officer without assessing or mentally preparing for the situation. All six crew and 96 of the 97 passengers were killed. 15 April 2008A DC 9 51 operated by Hewa Bora Airways crashed and burned at Goma following an engine fire, with 40 fatalities. 10 July 2019A McDonnell Douglas MD 88 operated by Delta landed safely after an engine failure. 2 July 2021 Transair Flight 810 – one engine on the Boeing 737 200 cargo aircraft failed en route from Honolulu to the neighboring Hawaiian island of Maui. The crew attempted to turn back to Honolulu's Daniel K. Inouye International Airport, but the plane's second engine overheated, forcing the two pilots on board to ditch the airplane about off the southern coast of Oahu. Both pilots were rescued by the United States Coast Guard. 19 October 2021A privately owned MD 87 was recorded on its takeoff roll just after throttling up a "puff of smoke" was observed from the left engine nacelle. Subsequently the aircraft rolled off the end of the runway into a grass field and caught fire. The MD 87 was almost completely destroyed by the resulting fire. The privately owned jet, N987AK McDonnell Douglas MD 87, owned by J. Alan Kent Development LLC, was operating a charter flight carrying sports fans to Boston for the ALCS Championship Baseball Games. Only 1 minor injury and no fatalities occurred in this incident. It is still under active investigation.