Pratt & Whitney JT8D

The Pratt & Whitney JT8D - engine is a two -spool engine with a two stage fan of the U.S. engine manufacturer Pratt & Whitney.

During the production cycle 8 different versions with a number of approximately 11,800 were produced so far. The use began in 1964 on a Boeing 727-100, the Boeing 737-100/-200 and DC-9 came about. As a final variant, the JT8D was used in the revised version JT8D -200 to the McDonnell Douglas MD -80. With a developed by Volvo Flygmotor afterburner, the engine was used as RM8B from 1967 also in the fighter aircraft Saab 37 Viggen.

The JT8D was an early turbofan engine with a, by modern standards very low bypass ratio of 1: 1 This was at that time a quite high value but requires one by today's standards very high noise level, so that aircraft such as the DC-9, Boeing 727 or Boeing 737-200 retrofitted without silencer ( Hush Kits) many countries are no longer allowed to fly. The method developed for the McDonnell Douglas modern variant JT8D - 200 features a new, larger fan who enlarged the bypass ratio to 1.7:1 low by today's standards also. This relatively small change of the engine resulted in a significant reduction of the noise level, which was enough to be able to use the MD -80 to the present day may. Nevertheless, the noise level is significantly higher than with some equipped with modern engines, Boeing 737 ( 300 series and above ) and the Airbus A320.

Since the JT8D was the only impetus for this aircraft models, it has long been the best-selling civilian jet engine in the world. This changed in the 1980s because Pratt & Whitney failed to develop a modern successor of the JT8D engine. Instead, Pratt & Whitney had left it at that, offering only the comparatively small modified version JT8D -200. Therefore, both the next generation of Boeing 737 from the 737-300 as the newly released Airbus A320 with the more modern CFM -56 engines from CFMI also were equipped the A320 with V2500 engines from International Aero Engines (IAE ), which due to their significantly higher bypass ratio over a considerably lower noise levels and lower fuel consumption decreed. Only the McDonnell Douglas MD -80 sold despite higher noise levels until the 1990s continued to be good with this engine, but here, too, McDonnell Douglas decided to use the IAE V2500 engine to the successor model MD -90. As Pratt & Whitney is involved in the consortium IAE, it has not entirely lost its market position in this narrow-body aircraft. With the PW6000 engine offered for the Airbus A318 succeeded Pratt & Whitney, albeit at fairly modest levels to offer another engine for this market segment. With the contracts for the development of the geared turbofan PW1000G for the products in the development of aircraft Mitsubishi Regional Jet (MRJ ), Bombardier CSeries, Irkut MS -21 and A320neo Pratt & Whitney could finally return to this market segment.

Specifications

  • Type: two-shaft turbofan engine
  • Dimensions: Length: 3,914 mm
  • Fan diameter: 1,249 mm
  • Maximum thrust: 96.5 kN
  • Air flow rate: 225 kg / s
McDonnell Douglas DC-9
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