Whatever happened to contract bid for the 707 re-engine with JT8D 200 series? The plane flew 5+ years ago and hasn’t been heard of since. It seems KC-135 re-engine went with the CFM56 series. What are the advantages of CFM56 versus JT8D-219? Is it because USAF is already familiar with the GE F-110? Whatever happened to all those old 707s with noisy engines?
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Pratt & Whitney JT8D-Powered B707RE Makes Flawless First Flight
EAST HARTFORD, Conn., AUGUST 21, 2001 — A Boeing 707-300 aircraft re-engined with four new Pratt & Whitney (P&W) JT8D-219 engines has begun a flight test program to demonstrate the potential of the world’s most popular commercial jet engine to power modernized military 707s, such as NATO AWACS and U.S. Air Force JointSTARS aircraft.
“The Pratt-powered aircraft is so quiet that you wouldn’t even know that the engines are running,” Jim Lunsford, lead pilot, said after completing the initial flights from San Antonio, Texas. “The JT8s perform flawlessly without a hiccup, just as expected. I don’t even have to think about the engines.”
The aircraft, termed “B707RE” – the RE for “re-engined” – was modified by San Antonio’s Seven Q Seven, Inc. (SQS), an aircraft modification and development firm. SQS’s prime stakeholder, Omega Air, is the world’s largest commercial operator of 707 aircraft, all powered with older P&W engines.
Desmond McEvaddy, co-owner of Omega Air and also the co-pilot on the 707RE’s maiden flight, said that the company could eventually be prevented from flying its 707s in Europe due to noise restrictions that the older engines could not meet. “We had SQS join with Pratt to initiate re-engining our aircraft with a modern commercial engine,” he said. “Now we’ve had this flawless flight test success, we’ve proven that the 707 re-engined with the latest JT8D can meet or exceed all noise and emissions restrictions, and we hope that both commercial and military users of 707 aircraft worldwide take notice.”
Jason Chamberlain, Director of Airlift, Surveillance and Tanker Engine Programs for Pratt & Whitney said that using the JT8D-200 series engine offers unique advantages to the Boeing 707 powered by the 1960-era TF33 and JT3D-7 Pratt & Whitney engines.
“The JT8D fits neatly into any space where an old TF33 (JT3D) resides, so there is virtually no aircraft modification required with re-engining,” Chamberlain said. “Additionally, obtaining a commercial certification (an FAA supplemental type certificate) will significantly reduce the development cost for 707 re-engining for military customers.”
P&W’s JT8D turbofan is the most widely used commercial jet engine in operation today, with a worldwide installed base of more than 12,000 engines. The latest version of the engine, the 21,000-pound thrust JT8D-219, provides a significant increase in power and range for the 707 while cutting fuel burn, noise, emissions, operating and maintenance costs. Military-specific improvements include better fuel offload capabilities for tankers, a reduced infrared signature, and longer time-on-station. The -219 engine’s average fuel consumption for most 707 military missions is expected to be at least 10% lower than that of the present engines.
Joining Pratt & Whitney and SQS in the program are Goodrich Aerospace and the NORDAM Group. Goodrich supplies the engine build unit and the inlet and reverser. These are essentially the same as used on the MD-80 commercial jet. NORDAM is responsible for struts and cowls.
EADS-Dornier will bid as the prime contractor for the NATO AWACS modernization program and has already selected the JT8D-219 as its power plant. Pratt & Whitney and SQS are also responding to Northrop Grumman’s proposed U.S. Air Force JointSTARS upgrade.
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February 18, 2007 at 9:31 am