On July 11, 1989, Saab-Scania A.B. selected the GMA 2100 to power its new Saab 2000, a 50-seat stretch of the Saab 340 turboprop, in a USD$500 million dollar deal.[2] In July 1990, Industrie Pesawat Terbang Nusantara (IPTN) of Indonesia picked the GMA 2100 as the engine for the twin-engine N-250 regional airliner.[3] Flight testing with a 13ft 6in diameter (4.11m) Dowty R373 propeller on a Lockheed P-3 Orion testbed aircraft began on August 23, 1990 and finished after over 50 hours of flight and ground testing.[4]
The GMA 2100D3 became the powerplant for the Lockheed Martin C-130J Super Hercules. It made its first test flight on March 19, 1994,[5] which was conducted by Marshall Aerospace on a Lockheed C-130K Hercules testbed leased from the Royal Air Force. Testing ended in June 1994 after 47 flight hours.[6] The engine powered the initial flight of the C-130J aircraft on April 5, 1996.[7] By April 1997, the D3 variant had received Federal Aviation Administration (FAA) type certification.[8] 2,000 of the D3 variants have been delivered as of 2018.[9]
The engine's C variant was certified on December 20, 1993.[10] It powered the N-250 prototype's first flight on August 10, 1995,[11] but the N-250 aircraft program was postponed indefinitely in the late 1990s due to the Asian financial crisis.[12]
In June 1997, the AE 2100 was selected by Lockheed Martin and Alenia to power the C-27J Spartan tactical airlifter.[13] In October 2015, Alenia announced plans to use a 5,100-horsepower (3,800-kilowatt) uprated version of the AE 2100 as the baseline engine by 2017.[14]
Design
A derivative of the Allison AE 1107C-Liberty (Rolls-Royce T406) turboshaft engine, the AE 2100 shares the same high-pressure core as that engine, as does the Rolls-Royce AE 3007 turbofan. This core is capable of powering turboprops of up to 10,000shp (7,500kW).[15] The AE 2100 is a two-shaft design,[16]:83–84 and it was the first[when?] to use dual FADECs (full authority digital engine control) to control both engine and propeller,[17] allowing both to be adjusted with a single lever.[16]:83–84 There are four production variants of the engine: the civil AE 2100A, and the military variants which include the AE 2100D2/D2A, AE 2100D3, AE 2100J and AE 2100P.
The AE 2100 inherited the Allison T56's 14-stage axial compressor design, but the inlet and the stator for the first five stages have variable blades. The annular combustor has 16 air-blast fuel injection nozzles. The turbine that drives the compressor has two stages, with the first stage using single-crystal blades. A free power turbine with two stages drives the propeller through an inner shaft and a gearbox.[16]:83–84 The engine has replaceable steel blades and vanes, which are more reliable but heavier than titanium.[15]
The AE 2100 engine and gearbox are rated at 6,000 shaft horsepower (4,500 kilowatts), but was derated to 4,200,4,590, and 3,600shp (3,130,3,420, and 2,680kW) for the Saab 2000, Lockheed Martin C-130J Super Hercules, and IPTN N-250, respectively.[18] The engine uses six-bladed, all-composite blade Dowty propellers, including the model R381 on the Saab 2000, R414 on the ShinMaywa US-2,[17] R384 on the IPTN N-250,[19] and R391 on the C-130J military transport[20] and the LM-100J civil-certified version of the C-130J.[21] The gearbox has a reduction ratio of about 14 and a mean time before unscheduled removal (MTBUR) of over 35,000 hours.[22]
A variant proposed in 1995 and paired with Dowty R394 propellers to retrofit the Allison T56-powered Lockheed C-130 models E through H and Lockheed L-100-30, at a price after engine/propeller trade-in of USD$11 million per aircraft.[23]
AE 2100G
A variant offered in 1994 for the proposed ATR 82, a twin-turboprop airliner seating up to 86 passengers and requiring about 5,000hp (3,700kW) of power.[24]
A hybrid of the AE 2100A and AE 2100D3, sporting the torque-meter and interconnecting struts from the AE 2100A and the gearbox-mounted accessory gearbox from the AE 2100D3; also uses a stronger reduction gearbox, a Dowty six-bladed propeller for higher loads, and modified inlet and bypass section positioning to mitigate seawater ingestion;[26] powers the ShinMaywa US-2.
AE 2100P
Saab 2000 AEW&C
AE 2100SD-7
A variant proposed in 1994 for the European Future Large Aircraft[27] (which eventually became the Airbus A400M), with the required power increase from 6,000 to 10,000shp (4,500 to 7,500kW) estimated to cost USD$600 million.[28]
Specifications (AE 2100D3)
Data fromFAA type certificate data sheet no. TE1CH.[29]
Premo, David J. (November 1991). "Allison flies solo into the new commuter aircraft market". Commuter Air International. Vol.13, no.11. pp.19+. ISSN0199-2686. GaleA11594215.
Sweetman, Bill (October 1994). "New power for regionals". Finance, markets & industry. Interavia. Vol.49, no.583. Minneapolis, Minnesota, U.S.A. pp.16–18. ISSN1423-3215. OCLC199793280.
"IPTN rolls out with 188 orders; Gulfstream Air signs LOI for 4". Commuter Regional Airline News. Vol.12, no.45. 14 November 1994. p.3. ISSN1040-5402. GaleA15885142.
Doyle, Andrew; Norris, Guy (28 August 1996). "Developing power". Flight International. Vol.150, no.4538. pp.113+. ISSN0015-3710.
Woolley, David (November 1991). "Powering up the next generation of turboprop aircraft". Commuter Air International. Vol.13, no.11. pp.12+. ISSN0199-2686. GaleA11594213.
Casamayou, Jean-Pierre (30 May – 5 June 1994). France: Proposed engine for FLA would use SNECMA M88 core. West Europe: Aerospace. Science & Technology: Europe/International (Report). JPRS Report. Vol.JPRS-EST-94-014-L. Translated by Foreign Broadcast Information Service (FBIS) (published 8 July 1994). Air & Cosmos/Aviation International. pp.6–7. hdl:2027/nyp.33433016823886.
"FLA finds a new home". Finance, markets & industry: Business watch. Interavia. Vol.49, no.583. October 1994. p.14. ISSN1423-3215.
Rolls-Royce Corporation (29 December 2017). Type certificate data sheet no. TE1CH(PDF) (Report) (32nded.). Department of Transportation (DOT) Federal Aviation Administration (FAA).
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