Date: 20 Aug 97 02:38:35 From: "elysium" <firstname.lastname@example.org> Organization: UUNET Internet Africa References: 1
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Kevin J. Walls wrote in article ... >I am having great difficulty convincing my airline that there is nothing >wrong with the PW JT8D-9A on a B737-200. > >The airline wants only PW JT8D-15's on their B737-200s. > >Can anyone explain the main differences and help me "sell" the 9A as a good >workhorse. Can only imagine they need the extra 1000lb thrust for operational reasons, i.e. weight and temperature WAT limits. Operating hot and high? Have worked both motors ----- each is bulletproof. The A ( 9A ) signifies reduced "smoke" combustors & plasma coated NGV's. The -15 is approx 100lbs heavier, and gains it's thrust advantage by way of a revised inlet case, 1 & 2 fan and stator re-design, and basically hurling a bit more gas through a hotter back end aerodynamically enhanced turbine section. I believe the trade off is probably lower disc times on the -15, which would have to be provisioned for coupled with costlier component prices. There are a lot more spare -9's floating about, so they are easier & cheaper to procure come the hallowed day you finally blow one. I haven't the specifics at hand, but if you require some numbers crunched and operational specifics e-mail me and I'll do some homework. P.S. It's the airframe that needs changing, not the donkeys ---- Fly Douglas ! ; ) -- email@example.com " Slow to erect, quick to topple -- A maverick gimbal ".