I don't know if this is technically possible considering ground clearance or general systems or if it otherwise makes sense, but what about re-engining the E3-sentry AWACS with the Pratt & Whitney PW1000G? The current Pratt and Whitney TF33-PW-100A engines are prehistoric, with high noise, fuel consumption, emissions and maintenance cost.
The current engines:
USAF/NATO aircraft
Pratt and Whitney TF33-PW-100A
21,000 lbf (93 kN) each
Royal Air Force/Royal Saudi Air Force/French Air Force aircraft
CFM International CFM56
24,000 lbf (107 kN), fan diameter 68.3'
Proposed engine:
Pratt & Whitney PW1000G
21,000 lbf (93.4 kN), fan diameter 73'
23,300 lbf (103.6 kN), fan diameter 73'
Alternative could be the CFM LEAP-X? I know there were programs using the PW JT8D, which would be easier/possible to install compared to these larger fan diameter engines.
GTF on E-3 Sentry AWACS?
Moderator: Latest news team
Re: GTF on E-3 Sentry AWACS?
sounds like the never ending saga to re-engine the 8 engined B-52.
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smokejumper
- Posts: 1033
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Re: GTF on E-3 Sentry AWACS?
Why not just install CFM-56 engines. They were installed on the KC-135 and offered for retro-fit on 707's so the design work is done.
Wikipedia states:
"707-700: A test aircraft used to study the feasibility of using CFM International's CFM56 powerplants on a 707 airframe and possibly retrofitting them to existing aircraft. After a testing in 1979, N707QT, the last commercial 707 airframe, was refitted to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft. (This purchase was considered a "civilian" order and not a military one.) Boeing abandoned the program, since they felt it would be a threat to the Boeing 757 program. The information gathered in the test led to the eventual retrofitting program of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the 707 also used the CFM56. Ironically the Douglas DC-8 "Super 70" series by Cammacorp did develop commercially, extending the life of DC-8 airframes in a stricter noise regulatory environment, so there are today more DC-8s in commercial service than there are 707s.
Wikipedia states:
"707-700: A test aircraft used to study the feasibility of using CFM International's CFM56 powerplants on a 707 airframe and possibly retrofitting them to existing aircraft. After a testing in 1979, N707QT, the last commercial 707 airframe, was refitted to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft. (This purchase was considered a "civilian" order and not a military one.) Boeing abandoned the program, since they felt it would be a threat to the Boeing 757 program. The information gathered in the test led to the eventual retrofitting program of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the 707 also used the CFM56. Ironically the Douglas DC-8 "Super 70" series by Cammacorp did develop commercially, extending the life of DC-8 airframes in a stricter noise regulatory environment, so there are today more DC-8s in commercial service than there are 707s.