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in it, for any purpose, including without limitation to design, manufacture or repair parts, or obtain FAA or other government approval to do so, without

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use, copying or disclosure by anyone without UTC’s express written permission is not authorized and may result in criminal an d/ or civil liability.

Pratt & Whitney ProprietaryNLR under ECCN 9E991

PW4000-100

A330/A340 Symposium

Berlin, 2 June 2010



Click to edit Master subtitle style

August 09

Pratt & Whitney Proprietary:subject to restrictions on first page

page 2

Advantage70TM




August 09


page 3

Advantage70TM Now In Service

• Supports new A330 aircraft applications

– Increased thrust provides improvedpayload capability

– A330-200 Freighter launch

– Increased Max Take-Off Gross Weight

(MTOGW) PAX version (238T)• Improves customer value

– Reduced fuel consumption 1%

– Lowers CO2 emissions

–Reduced maintenance cost 10-15%

– Improvement kits for existing engines




August 09


page 4

Ring style HPC case stages 8-15 Improved rear support

Improved Rear Drum (70K)

HPT 1ST Vane &

TOBIw / reduced area LPT 3B & 3V

HPT 1st &2nd BOAS

LPT ShaftSteel (70k)

Redesigned NoseCone Spinner Seal

Externals:

SCN10A software

Data Entry Plugs

Secondary Flow(TCA & Thrust

Balance)

TALONBurner

Redesigned6th Disk (70k)

Enhancements:

• Performance improvements• Durability improvement• 70K capability

1B Coating

TCA Turbine Cooling Air

70k Sea Level Thrust

PW4170 Engine Configuration

Nacelle:

Improved Hinges

HPT T1 & T2 DiskMaterial (70K)

Conversion via SB PW4G-100-72-220

HPC AirfoilPolishing




August 09


page 5

Wing –to –Wing interchangeability with today’s engine

• Advantage70TM and today’s configured engines can be flown on opposite

aircraft engine positions with equivalent thrust rating (i.e., PW4168A-1D

and PW4168A)

• PW4168A-1D certified (Refer to Airbus SB 72-3019)

• PW4170 certification in process

• PW4164-1D and PW4168-1D certification pending

• For new production A330 PW4170 powered aircraft

• In case of lack of spare PW4170 engine: PW4168A-1D or PW4168A

intermix permitted by Airbus SB A330-71-3023

Advantage70TM – Rating Summary

Aircraft Model Engine Models Allowed

A330-321 PW4164 (PW4164-1D pending)

A330-322 PW4168 (PW4168-1D pending)

A330-323 PW4168A, PW4168A-1D

A330-323 Enhanced PW4168A, PW4168A-1D, PW4170

A330-223 PW4168A, PW4168A-1D, PW4170

A330-223F PW4170




August 09


page 6

High Pressure Turbine (HPT)

2nd Stage Vanes (2TV)




August 09


page 7

Root Cause Investigation Identified CoatingDegradation Leads to TMF Cracking

Service Experience:

• Improved 2TV configuration (Post SB PW4G-100-72-206) exhibit leading edge andpressure side distress

• May result in earlier than predicted engineremovals

Root Cause:

• Coating spallation attributed to Calcium,

Magnesium, Aluminum, Silica (CMAS) attack• Thermal Mechanical Fatigue (TMF) initiated

cracks in parent material occur after coatingspallation




August 09


page 8

CMAS Breaks Down Coating Leads to TMF Cracking

• CMAS is a powderized sand that travels in a cloud formation

– Found around/near desert areas

– Reaches altitudes of 30K feet

• CMAS is ingested through the engine gaspath

– Deposits adhere to the 2nd vane airfoil surface

– Due to operational temperatures of the 2nd vane, deposits liquefy andembed into the grain structure of the Thermal Barrier Coating (TBC)

– After engine cool down, deposits solidify within the coating grainstructure

– Multiple iterations of heating and cooling causes TBC coating

spallation

• Spallation of the TBC coating exposes base material to gaspathtemperatures which causes TMF cracking on the vane airfoil




August 09


page 9

Borescope Inspection Recommended

Vane Coating Re-Design Evaluation Underway

Fleet Management Plan fo r Improved 2TV(Pos t SB PW4G-100-72-206):

• Borescope inspection per SB PW4G-100-72-228

– Threshold inspection of 2000 cycles since new (CSN)

Correct ive Ac t ion:

• CMAS resistant coating schemes being evaluated

– Technical decision will be made October 2010




August 09


page 10

Hydraulic Case & Drain Filter Assembly

Delta Pressure Indicator (DPI)




August 09


page 11

Hydraulic Differential Pressure Indicator (DPI)Redesigned to Eliminate False Indications

Problem:

• The hydraulic Differential PressureIndicator has experienced false actuation

resulting in unnecessary filter check and

replacement

Root Cause:

• Pressure spikes in the hydraulic systemhave been identified as the main

contributor to faulty indications of clogged

filters

Correct ive Act ion :

• DPI redesigned to increase minimumsurge delay and allow longer duration

maximum surge delay

• Fire Shield required with new DPI

– SB PW4G-100-29-8 issued Feb 2010

Fire Shields




August 09


page 12

Engine Oil Leaks, Consumption




August 09


page 13

Problem:

• Unplanned Engine Removals (UER’s) due to front end oil bearing compartment leaks and fumes-in-

cabin• Historically, observed “front-end wetting” is not a cause for removal unless, a fumes event was reported, or

High Oil Consumption (HOC) is above limits in Trouble Shooting Manual (TSM)

Recent Findings Indicate Front End Bearing

Compartments Contribute to Leaks / Fumes

#1.5/#2F (Intershaft) Seal

•Upstream Pressure: 9th stage HPC

•Piston Ring secondary seal

#2R Carbon Seal

•Upstream Pressure: 4th stage LPC#1 Carbon Seal

•Upstream Pressure: 4th stage LPC




August 09


page 14

Root Cause Investigation Activity Planned 2010

Root Cause:• Continue investigations of front end bearing compartment hardware

• P&W teams participated in on-site shop investigations of fumes-in-cabin

engines

• Compartment hardware returned to P&W for investigation

• Compare fumes vs. non-fumes hardware, back-to-back comparison – Recent event hardware in inspection process

– Inspect “non-event” hardware

– Re-inspect previously investigated hardware




August 09


page 15

Root Cause Investigation Activity Planned 2010

Root Cause (Cont’d):

• Repair Parts Evaluation (carbon seals & seal plates), including: – Conducted on-site audit of repair facilities - completed

– Evaluate blueprint vs. repair manual requirements - completed

– Confirm repair vendor correct interpretation of technical data – working

– Complete CIR evaluation & provide updated requirements (if required) –

Target Date June 2010

• Model Operational Carbon Seal Delta-P’s – target completion July2010 – Evaluate steady-state and transient operation, assess sensitivity of #1 and #2R

seals

• Provide Recommendations – Target Date 3rd Qtr 2010




August 09


page 16

Starter Air Valve (SAV)




August 09


page 17

Manual Wrench Shaft (MWS) Wear Causes Valve

BindingArea #1 External; MWS

Retention Plate Interface

Area #2 Internal; MWS

Pinion and Rack

Interface

Background: • Starter Air Valve PN 52U602

(HS PN 1001000-3) with less

then 9000 hours exhibit wear

between the manual wrench

shaft and the associated

retaining plate

• Results in D&C’s due to NoStart or potential No Manual

Override

Root Cause:• Manual wrenching shaft wears

shaft retaining plate due toaxial vibration

• Spring notch acts as a detent

contributing to valve binding

along with gear tooth wear and

bushing wear




August 09


page 18

18

Redesign Op t ions Under Evaluat ion

Corrective Action:

• Proposed Corrective actions down selected from multiple redesign

options:

– Concept #1 - Combine original MWS with torsion spring from 808884-5

SAV and new one piece rack 1001000-3 part (hybrid)

– Concept #2 – Short Pinion

• Planned activity to evaluate concepts before launching qualificationtest on the selected configuration

– Conduct a back to back response comparison

– Conduct back to back risk reduction fixture vibration testing

– Conduct back to back accelerated vibration durability testing

• Based on analysis & testing

– Define Corrective action – Target Date 4th Quarter 2010

• Service Bulletin release will be defined upon selection of corrective

action




August 09


page 1919

Concept #1 - Combine original MWS with torsion spring from808884-5 SAV and new one piece rack 1001000-3 part (hybrid)

– Position indication achieved same as present and past design.

– Maintains the non-articulated rack coupling to piston as in current design.

Reintroduce torsion springOne piece rack

Preliminary Re-Design Concepts Under Review




August 09


page 2020

Preliminary Re-Design Concepts Under Review

Concept #2 – Short Pinion

– Special too not required to turn MWS

– Uses standard wrench extension




Pratt & Whitney Proprietary: page 21

This document is the property of United Technologies Corporation (UTC). You may not possess, use, copy, or disclose this document

or any information in it, for any purpose, including without limitation to design, manufacture, or repair parts, or to obtain FAA or other

government approval to do so, without UTC’s express written permission. Neither receipt nor possession of this document alone, from

any source, constitutes such permission. Possession, use, copying, or disclosure by anyone without UTC’s express permission is not

authorized and may result in criminal and/or civil liability.

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