Pratt Sees ‘Winning Conditions’ for NGRT Launch
AIN Air Transport Perspective » June 2, 2014
Pratt & Whitney Canada vice president of marketing Richard Dussault. (Photo: Gregory Polek)
May 27, 2014, 12:40 PM
While ATR and Bombardier continue to vacillate over plans to introduce a new 90-seat turboprop, Pratt & Whitney Canada keeps moving forward with an engine it believes will deliver a 20-percent fuel burn improvement over existing engines in the 5,000- to 7,000-shp range by the turn of the decade. Dubbed the Next Generation Regional Turboprop (NGRT), the engine would feature an all-new compressor, a miniaturized version of Pratt & Whitney’s patented Talon combustor and likely an eight-blade propeller.
Hoping to finish design work involving the high-pressure compressor that would form the primary basis for the improvements this year, the engine company continues to closely guard the design details of that fundamental component, however.
Speaking with AIN during a recent media event at the headquarters of parent company Pratt & Whitney in East Hartford, Conn., Pratt & Whitney Canada vice president of marketing Richard Dussault took care not to reveal anything not already made public by the company in terms of the number of stages in the compressor, its pressure ratio or any unique design elements. He did confirm that the overall engine design incorporates an impeller, or centrifugal compressor, rather than an axial compressor. Testing on the impeller “at the component level” has taken place at program partner MTU in Germany, said Dussault, as has testing on the first stage of the compressor near the engine inlet to verify what he called the entry condition to the compressor.
Hoping to finish design work involving the high-pressure compressor that would form the primary basis for the improvements this year, the engine company continues to closely guard the design details of that fundamental component, however.
Speaking with AIN during a recent media event at the headquarters of parent company Pratt & Whitney in East Hartford, Conn., Pratt & Whitney Canada vice president of marketing Richard Dussault took care not to reveal anything not already made public by the company in terms of the number of stages in the compressor, its pressure ratio or any unique design elements. He did confirm that the overall engine design incorporates an impeller, or centrifugal compressor, rather than an axial compressor. Testing on the impeller “at the component level” has taken place at program partner MTU in Germany, said Dussault, as has testing on the first stage of the compressor near the engine inlet to verify what he called the entry condition to the compressor.
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