Date: 04 Jan 97 03:55:52 From: email@example.com (matt weber) Organization: 1st Solutions Inc. References: 1 2 3 Followups: 1
View raw article or MIME structure
>Upsizing the 62K engine's fan just a little -- enough to get a bit >more thrust without resorting to the potentially substantial air- >frame mods needed to accomodate A330-class engines -- probably is >not an economically viable option for the engine manufacturers. > >>... I would have thought that the wing was just about pushed >>it its limit. In short, is the wing going to be able to lift the >>weight necessary to get the full A330-200 range even if the aircraft >>has bigger engines? I don't pushing the engine performance of the existing GE engines is in the cards. the 62k rating was at the top of the CF-60C2 to begin with. The fact that they couldn't get more out of the design drove the GE90 program. Certainly the JT9D-7Q's used on some 767's aren't going to grow either, they were also the last of the breed. The RR G and H engines available are now the same as used on the 747-400, and they are biggest and the last of the RB211 family as well. Some late 767's have PW4000's, and there is growth their, the question is: is there sufficient market to justify the investment to do so? It seems to me that a growth version of either the RR or GE engines for these aircraft just isn't in the cards. My opinions anyway.