Europrop TP400

The Europrop International TP400-D6 is an 11,000 shp (8,200 kW) powerplant, developed and produced by Europrop International for the Airbus A400M Atlas military transport aircraft. The TP400 is the most powerful single-rotation turboprop; only the contra-rotating Kuznetsov NK-12 is larger.

TP400
TP400 presented by Safran in 2017
Type Turboprop
Manufacturer Europrop International
First run 28 October 2005
Major applications Airbus A400M
Number built 400+[1]

Development
A400M on-wing engine installation
The TP400 main propeller gearbox on display at the Paris Air Show 2013

The TP400 was originally selected by Airbus Military to power the A400M in December 2000.[2] However, Airbus reopened the engine competition in February 2002, because the engine core, which is based on the Snecma M88 turbofan fighter engine, was too heavy and not sufficiently fuel efficient.[3] By May 2002, Pratt & Whitney Canada (P&WC) announced a proposal involving a 12,000 shp (8,900 kW) turboprop with a core based on its PW800 turbofan,[4] a 53–89-kilonewton (5,400–9,100-kilogram-force; 12,000–20,000-pound-force) regional jet engine under development that had a geared fan at the time;[5] the concept would later be called the PW180.[4] In 2003, around the 30 April decision deadline, Airbus Chief Executive Noel Forgeard told reporters that the P&WC proposal was 20 percent cheaper than for the TP400, and that he would have chosen to give the contract to P&WC, but government officials requested an extension for the companies to revise their bids. Before the final bids were modified, sources claimed that P&WC's offering, which had a European production percentage of 75 percent, was lower by USD$400 million.[6] On 6 May, amidst pressure from European political and business leaders, Airbus awarded a USD$3.4 billion contract to Europrop to produce 900 engines for the A400M, despite accusations of European protectionism.[7] A member of Europrop claimed after the decision that the TP400 contract would only increase the costs of the USD$22.7 billion A400M program by about 1–2 percent compared to if the PW180 had been selected.[4]

According to the engine master program, the TP400 was to reach its first engine run by the end of August 2005, followed by the first combined engine and propeller run by the end of that year. The TP400 would fly on its own specialized testbed aircraft by the end of 2006, and the engine would be certified with the "handed" propeller by the end of October 2007, 54 months (4.5 years) into the engine program. The first test flight of the TP400-powered A400M would follow by the end of the next month, and engine certification with the baseline propeller would occur by the end of March 2008. Finally, the qualification test would finish by the end of January 2009.[8]

After a two-month delay, the engine first ran on 28 October 2005[9] using a water brake as the load. During subsequent testing, the engine reached full power.[10] On 28 February 2006, the engine was tested for the first time with the propeller installed.[11] However, continued technical problems delayed the certification test program and pushed the entire A400M aircraft program into further scheduling adjustments. The engine delays were primarily due to problems with completing the full authority digital engine control (FADEC) software to the satisfaction of the civil authorities. More specifically, Europrop determined in mid-2008 that the engine worked correctly, but the FADEC software still did not meet the requirements of the European Aviation Safety Agency (EASA).[12] Since the A400M was intended for humanitarian missions, the aircraft also needed to have a civil certification. Europrop did not realize that this meant the FADEC also had to show traceability and accessibility, so EASA denied civil certification of the software. Because of this problem, the first A400M test aircraft, which was flight-ready by September 2008, was not permitted to fly. Europrop had to triple the size of its workforce to fix the FADEC issue.[13]

Europrop delivered the first TP400 engine for engine testbed flight testing on 19 November 2007.[14] Two engine milestones were reached in June 2008: its first ground run on the inboard port wing of a Lockheed C-130K Hercules testbed aircraft, albeit occurring six months after installation on the testbed, and completing integration with the first production aircraft.[15] After 24 hours of ground runs and taxi trials, the first flight of a single TP400-D6 engine took place on 17 December 2008. Flight testing on the C-130K testbed aircraft completed on 30 September 2009 after 18 flights, 55 flight hours, and 61 hours of ground tests.[16] On 18 November 2009, an A400M test aircraft completed a ground run for the first time with all four TP400 engines,[17] quickly followed by the A400M's first taxi trial on 23 November 2009.[18] On 11 December 2009, the maiden flight of the A400M took place.[19] The engine earned civil certification on 6 May 2011.[20]

Further problems arose in 2016 with the main gearbox that showed abnormal wear and heat requiring premature servicing.[21] This problem led to the German Air Force temporarily grounding two of its three A400M aircraft, and also resulted in a Royal Air Force aircraft suffering an inflight engine shutdown.[22] An interim fix for this engine issue was certified in July 2016.[23] The gearbox issues persisted, and as of July 2018, the final fix was planned to be introduced by the end of that year.[24]

Design

The three-shaft configuration, a two-shaft gas generator followed by a free-power turbine, was chosen to maximize the overall pressure ratio.

In the gas generator, a five-stage intermediate pressure (IP) compressor is driven by a single-stage IP turbine and a contra-rotating six-stage high pressure (HP) compressor which is driven by a single-stage, air-cooled, HP turbine. The overall pressure ratio is about 25:1. The IP compressor has a pressure ratio of 3.5:1, and the HP compressor a pressure ratio of about 7.2:1.

A third coaxial shaft connects the low pressure power turbine to the 5.3 m diameter, eight-bladed, composite propeller, via an offset reduction gearbox.

The propeller has four rotational speed settings: 655, 730, 842 and 860 rpm.[16] The 655 rpm setting is for low-altitude cruise, 730 rpm for normal cruise, and 842 rpm for takeoff and special maneuvers.[10] The propeller converts the engine power into 25,000 pounds-force (11,000 kilograms-force; 110 kilonewtons) of thrust.[25]

The Avio-produced gearbox has a maximum power output of about 8,000 kW (11,000 hp). The gearbox output torque is up to 100 kilonewton meters (74,000 pound force-feet). Reduction occurs in two stages: a first-stage offset design, followed by a second-stage planetary system. The total reduction gear ratio is about 9.5:1.[26]

Specifications (TP400-D6)

Data from EASA type certificate data sheet for TP400-D6, issue 07, page 6[27]

General characteristics

  • Type: 3-spool axial flow turboprop
  • Length: 4.18 m (13 ft 9 in)
  • Diameter: 1.218 m (4 ft 0 in)
  • Propeller diameter: 5.334 m (17 ft 6.0 in)[28]
  • Dry weight: 1,938.1 kg (4,273 lb) for baseline engine (propeller clockwise); 1,965.1 kg (4,332 lb) for handed engine (propeller counter-clockwise)
  • Propeller weight: 683 kg (1,506 lb)[28]

Components

  • Compressor: MTU 5-stage intermediate pressure compressor, without variable inlet or stator vanes to reduce complexity;[29] Rolls-Royce 6-stage high pressure compressor with 2 variable stages[30]
  • Combustors: Snecma[30] annular combustion chamber with 18 fuel nozzles[29]
  • Turbine: Snecma single-stage high pressure turbine; MTU single-stage intermediate pressure turbine; ITP 3-stage low pressure turbine[30]
  • Fuel type: Jet A, Jet A1, Jet B, JP4, JP5, JP8, and JP8+100[31]

Performance

  • Maximum power output: Uprated takeoff: 8,251 kW (11,065 hp); Maximum continuous: 7,971 kW (10,690 hp)[28]
  • Overall pressure ratio: 25[32]
  • Air mass flow: 26.3 kg/s (58 lb/s)[29]
  • Turbine inlet temperature: 1,200 °C (2,190 °F; 1,470 K; 2,650 °R)[29]
  • Specific fuel consumption: In cruise: 10.7 g/kN/s (0.38 lb/lbf/h)[33]
  • Power specific fuel consumption: At takeoff: 0.228 kg/kW/h (0.170 kg/hp/h; 0.37 lb/hp/h)+ (2003 estimate);[34] In cruise: 0.21 kg/kW/h (0.16 kg/hp/h; 0.35 lb/hp/h)[35]
  • Power-to-weight ratio: 4.41 kW/kg (5.9 hp/kg; 2.68 hp/lb)[35]

See also

Related lists

References
  1. "EPI achieves the assembly of the 400th TP400 turboprop" (PDF). Europrop International (Press release). 18 July 2018. Retrieved 11 August 2018.
  2. "A400M gets its engine". Business briefing. Interavia Business & Technology. Vol. 55 no. 648. December 2000. p. 6. ISSN 0020-5168. OCLC 202195838 – via EBSCOhost.
  3. Penney, Stewart (26 February 2002). "Bids re-open for Airbus A400M proposition". Engines. Flight International. p. 18. ISSN 0015-3710.
  4. Fricker, John; Tuttle, Rich (8 May 2003). "Profit margins in A400M engine program will be thin, official says". Aerospace Daily. Vol. 206 no. 28. p. 5. ISSN 0193-4546.
  5. Penney, Stewart (7 May 2002). "P&WC offers PW800 for A400M". Flight International. Montreal, Quebec, Canada. p. 5. ISSN 0015-3710.
  6. Lunsford, J. Lynn (7 May 2003). "Airbus bypasses Pratt & Whitney, keeps engine contract in Europe". Wall Street Journal. p. A3. ISSN 0099-9660 – via ProQuest.
  7. Blackwell, Richard (7 May 2003). "Pratt loses massive European contract". The Globe and Mail. ISSN 0319-0714.
  8. "TP400-D6 — Engine master programme". TP400-D6 turboprop: A European collaboration programme (PDF). Rolls Royce Defence Aerospace (Report). Hamburg, Germany. 19 September 2006. p. 8.
  9. Coppinger, Rob (7 November 2005). "Successful start for A400M engine". FlightGlobal. Ludwigsfelde, Germany.
  10. Hoeveler, Patrick (May 2006). "TP400-D6 completes first run with prop". Flug Revue. ISSN 0015-4547. Archived from the original on 9 May 2006.
  11. Moxon, Julian (22 May 2006). "Power demands". FlightGlobal. London, England, U.K.
  12. "Aircraft news - Europe". AirGuide Business (published 11 May 2009). 7 May 2009. ISSN 1939-666X – via TheFreeLibrary.
  13. Campbell, Keith (8 May 2009). "Aero engine company admits delaying A400M transport aircraft". Creamer Media's Engineering News. Retrieved 27 June 2020.
  14. Hoyle, Craig (23 November 2007). "Europrop International delivers first TP400 engine for Airbus Military A400M". FlightGlobal.
  15. Hoyle, Craig (23 Jun 2008). "Europrop engine for Airbus Military A400M passes milestones". FlightGlobal. Archived from the original on 26 June 2008. Retrieved 9 October 2016.
  16. Pocock, Chris (2 February 2010). "Flight-testing Europe's huge new turboprop". AINonline.
  17. Hoyle, Craig (19 November 2009). "A400M completes first ground run of all four engines". FlightGlobal.
  18. Hoyle, Craig (24 November 2009). "A400M performs first taxi trial". FlightGlobal.
  19. Hepher, Time; Siebold, Sabine (11 December 2009). "Buyers outline deal on A400M after debut flight". Seville, Spain. Reuters. Retrieved 12 June 2020.
  20. Hoyle, Craig (31 May 2011). "EPI boss details progress on A400M engine programme". FlightGlobal.
  21. Matthias Gebauer (12 May 2016). "Triebwerksprobleme beim A400M: Bundeswehr plant für den Ernstfall" (in German). Spiegel Online. Retrieved 2 June 2016.
  22. Gareth Jennings (12 July 2016). "Engine problems ground German A400Ms". IHS Jane's 360. Archived from the original on 21 August 2016. Retrieved 12 July 2016.
  23. Shalal, Andrea (9 July 2016). "Interim fix for A400M engine issue certified: Airbus". Reuters. Retrieved 12 July 2016.
  24. Hollinger, Peggy; Buck, Tobias; Pitel, Laura (2 July 2018). "A400M: The €20bn military aircraft that has bedevilled Airbus. European militaries hope airlifter's troubles are behind it more than 15 years after launch". Financial Times. ISSN 0307-1766.
  25. "Facts, figures & pictures". Airbus Military. Archived from the original on 18 February 2007.
  26. "Propeller gearbox for the TP400-D6, W" (PDF). Avio (Press release). Retrieved June 11, 2020.
  27. Europrop International (4 July 2019). Type-certificate data sheet: For TP400-D6 engine (PDF) (Report) (Issue 07 ed.). European Aviation Safety Agency (EASA). Lay summary.
  28. Ratier-Figeac (15 December 2015). Type-certificate data sheet: For propeller FH385/FH386 series (PDF) (Report) (Issue 04 ed.). European Aviation Safety Agency (EASA). Lay summary.
  29. Coniglio, Sergio (February 2010). "Military aircraft propulsion: Jets vs. props". Military Technology (MILTECH). Vol. 34 no. 2. Mönch Publishing Group. pp. 77–84. ISSN 0722-3226. OCLC 527912380 – via EBSCOhost.
  30. Norris, Guy (9–15 November 2004). "Power station". Flight International. Toulouse, France. pp. 58–60. ISSN 0015-3710.
  31. Airbus Military (17 December 2015). Type-certificate data sheet: For Airbus A400M (PDF) (Report) (Issue 06 ed.). European Aviation Safety Agency (EASA). Lay summary.
  32. "TP400-D6 engine: The most powerful turboprop engine in production". Europrop International. Archived from the original on 23 October 2019. Retrieved 9 June 2020.
  33. Scholz, Dieter; Seresinhe, Ravinka; Staack, Ingo; Lawson, Craig (23–24 April 2013). Fuel consumption due to shaft power off-takes from the engine (PDF). Workshop on Aircraft System Technologies (4th ed.). Hamburg, Germany. doi:10.15488/4462. OCLC 1101875658.
  34. Coniglio, Sergio (July 2003). "A400M, An-70, C-130J, C-17: How do they stand?". Military Technology (MILTECH). Vol. 27 no. 7. Mönch Publishing Group. pp. 51–60. ISSN 0722-3226. OCLC 95643375 – via EBSCOhost.
  35. Kaiser, Sascha; Donnerhack, Stefan; Lundbladh, Anders; Seitz, Arne (27–29 July 2015). A composite cycle engine concept with hecto-pressure ratio. AIAA/SAE/ASEE Joint Propulsion Conference (51st ed.). doi:10.2514/6.2015-4028.

Bibliography
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