00:00:18
so I'm responsible for commercial you
00:00:21
for commercial product development and
00:00:22
it's really and in the commercial uh
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segment that I deal with is 70 pass 70
00:00:28
passengers up to to the 5 to 600
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passengers so it's really all large uh
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commercial
00:00:35
airliners and so my my Prime
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responsibility is technology de
00:00:41
development and Readiness how that
00:00:44
interfaces into product uh development
00:00:47
and product uh product uh configuration
00:00:51
or offerings as the airplane companies
00:00:55
develop new products for this next
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generation of aircraft
00:01:02
well as you know uh the airline industry
00:01:05
is under a lot a lot of economic turmoil
00:01:08
you know airlines are losing money
00:01:10
there's an overc capacity uh that's
00:01:12
driving low low C cost a low um air fars
00:01:17
and there's very high cost High labor
00:01:20
costs High product acquisition cost and
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certainly High fuel price so as we're
00:01:27
looking at the next 2 to three years
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with Industries the oems are trying to
00:01:31
do is improve product performance and
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capabilities like fuel or environmental
00:01:37
factors without increasing cost so we
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can lower the airline overall operating
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cost you're right I mean we have made
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some significant gains over the last 20
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years if if you looked at commercial jet
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line you know passenger jetliner 20
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years ago and the engines that powered
00:01:58
that product vers versus what we've done
00:02:00
today the airplane itself has improved
00:02:03
by 20 20 to 25% in overall fuel
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efficiency The Bu bulk of that coming uh
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from the engine uh because of engine
00:02:15
efficiency but and key characteristics
00:02:18
are looking for thing know developing
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technologies that lower
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weight improve the uh the power
00:02:26
efficiency we call it the propulsive
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efficiency of how an engine takes air
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and Fuel and converts that into power so
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it can be uh using new
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aerodynamic features using lighter
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weight materials that have more
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temperature capability or heat
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capability so the engine becomes more
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efficient as it uses fuel or heat to
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produce power and at the same time
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looking at emissions you know un
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unburned carbon uh participants are um
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fuel particles that or fuel emissions in
00:03:03
terms of how the quality of air leaving
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the engine so so I find uh Prime Focus
00:03:09
over the last 10 or 20 years have been
00:03:11
making engines more fuel efficient by
00:03:13
making them larger improving the overall
00:03:16
AER aerodynamics of an engine going
00:03:20
forward as we look at Future uh engine
00:03:23
uh features or our Technologies it's how
00:03:26
do we make a paradigm shift in
00:03:29
leveraging technology to create that
00:03:31
step function Improvement and one of the
00:03:34
one of the areas that I've been involved
00:03:35
in over the last several years at Pratt
00:03:38
is working what we call a geared
00:03:40
architecture that tries to work on some
00:03:42
Innovative physics to make that step
00:03:45
change versus continuing to to work in
00:03:48
fine-tune um you know what I'll say
00:03:51
sharpening the pencil to make small
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incremental
00:03:58
improvements so over the last last
00:03:59
several years where Pratt Whitney has
00:04:01
really been focusing on is introducing
00:04:03
this geared turbo fan and the and what
00:04:06
we do is we introduce a gear between the
00:04:10
first compressor that we call a fan and
00:04:13
the power turbine that drives that fan
00:04:16
and the and the key benefit of this
00:04:20
introducing this gear is that these fans
00:04:22
are quite large they can be anywhere
00:04:24
from six to eight feet in diameter so
00:04:26
they're lodged they Lo they move a lot
00:04:28
of air
00:04:30
and they can also be very heavy because
00:04:32
of the their size now with with an
00:04:35
introduction of a gear instead of the
00:04:38
fan moving one revolution for every
00:04:41
revolution in the turban we can now have
00:04:43
the fan move one revolution for every
00:04:46
three Revolutions in the turban so we so
00:04:49
we change the Paradigm of how the fan
00:04:53
and is connected to that power turbine
00:04:56
so we can make the fan turn a lot slower
00:04:58
now for a given turb turbine
00:05:01
speed we can improve the efficiency of
00:05:03
the turbine by it turning now much
00:05:05
faster than what a
00:05:06
conventional um engine architecture
00:05:09
would be and at the and as we're doing
00:05:12
that we make the efficiency of the
00:05:14
engine double digit better so where we
00:05:18
would normally introduce technology to
00:05:20
improve fuel consumption by some amount
00:05:23
by introducing the gear with those same
00:05:25
series of Technologies we can almost
00:05:28
double the effect efficiency Improvement
00:05:30
of the engine for things like fuel
00:05:33
consumption
00:05:34
emissions and even the operating cost or
00:05:37
the maintenance cost of keeping that
00:05:39
engine in service it will do say 15%
00:05:42
reduction in fuel consumption so it's
00:05:44
not half in fuel but it's a significant
00:05:46
amount most most um generate uh most
00:05:50
product improvements from generation to
00:05:51
generation improve fuel consumption 5 to
00:05:56
6% and our next step with the
00:05:58
introduction of of a gear we're doing 12
00:06:01
to 15% so we basically skip a generation
00:06:05
but the other key factor here is with
00:06:06
this gear because this fan is a key
00:06:09
source for engine noise we drop engine
00:06:12
noise
00:06:14
50% and with combuster technology we
00:06:18
drop
00:06:19
emissions emission Levels by
00:06:22
50% so a significant
00:06:25
step for the a for this change and I'll
00:06:29
say overall engine architecture we're
00:06:30
now in product development of our first
00:06:32
two models that we launched in 2007 and
00:06:36
they will go the first will go into
00:06:38
service at the end of
00:06:40
2013 the second will follow just a few
00:06:42
months later um so the first product
00:06:46
will be on the Bombardier C Series which
00:06:48
is 110 to 150 passenger type aircraft uh
00:06:54
jetliner and the second model is
00:06:56
powering a new Regional Jet done by uh
00:06:59
Mitch iishi in Japan that will be
00:07:02
powering 70 to 90
00:07:05
passengers and uh so was was certainly
00:07:07
very excited because this is uh a major
00:07:10
a major step for the industry in terms
00:07:12
of how we're driving our technology to
00:07:15
lower you know Airline operator uh
00:07:18
operating
00:07:22
cost today we're focusing on new product
00:07:25
certainly you could take this technology
00:07:27
and retrofit an existing airplane but
00:07:31
from the business economics that makes
00:07:33
it very difficult you know because of of
00:07:35
the uh amount of of uh cost it takes to
00:07:38
develop a product what really makes most
00:07:41
sense is if you're going to retrofit is
00:07:44
retrofit into an existing airplane
00:07:46
that's still in produ serial production
00:07:49
so that you might do some of the
00:07:51
existing Fleet if that makes sense but
00:07:54
more importantly you're putting it on
00:07:55
brand new equipment that's being
00:07:57
purchased so you don't have the cost
00:08:00
associated with removing a current
00:08:02
engine and then having to modify the
00:08:05
aircraft to allow the new engine to be
00:08:07
suitable and and sometimes those costs
00:08:10
will
00:08:11
overpower the the fuel efficiency or the
00:08:13
value of making the change because the
00:08:16
air the aircraft already is aged if you
00:08:18
have an automobile that's that's 10
00:08:19
years old but you could go put a Hybrid
00:08:21
engine in it and save a lot of fuel if
00:08:25
you're only going to keep that engine
00:08:26
that automobile for 5 years you'll never
00:08:29
get the resale value for making that big
00:08:31
a change that big of investment for
00:08:34
changing the engine but if you've got an
00:08:37
automobile like some a some companies do
00:08:39
today that are already in production
00:08:40
with gas engines and now they've
00:08:43
introduced that Hybrid engine for new uh
00:08:47
for new automobiles for new uh customer
00:08:50
purchases and as you put it into that
00:08:52
existing
00:08:54
airframe that's a brand new air a brand
00:08:56
new automobile that's going to be uh
00:08:58
used for the next 15 to 20 years right
00:09:01
so you get full value of that investment
00:09:04
because you're buying it new so that's
00:09:06
how we're trying to leverage uh this
00:09:08
Tech this geared technology as to what
00:09:10
our next our next uh platform our next
00:09:14
business opportunity would
00:09:18
be you know as I said earlier the the
00:09:21
industry the the whole airline industry
00:09:23
is struggling because low airf fars high
00:09:27
cost um and and with some of the
00:09:30
economic pressures that the
00:09:32
environment's bringing them like today
00:09:33
we have pretty high Sur taxes on
00:09:37
airplanes for a landing and takeoff for
00:09:39
either noise or nitrix
00:09:42
oxide future because of all the focus on
00:09:45
global warming many uh government
00:09:48
communities are looking at charging for
00:09:51
the amount of carbon emissions and and
00:09:53
they're talking like today a a typical
00:09:55
gallon of jet fuel is about $2 a gallon
00:10:00
and and as they're looking at what that
00:10:01
Sur tax could be for carbon emissions
00:10:06
they're talking in the order of 30 to 60
00:10:10
cents a gallon as a Sur tax for
00:10:14
operating that equipment and say in a
00:10:15
given a given European country so when
00:10:18
you look at that added cost on today's
00:10:20
already stressed Airline Community it's
00:10:23
hard for these companies to compete and
00:10:27
still um be profitable you know at the
00:10:30
bottom line so one of the challenges
00:10:32
that we have certainly a company like
00:10:34
Pratt Whitney is as we're bringing
00:10:37
technology that typically cost us more
00:10:40
cost a lot to develop and it costs us
00:10:42
more to produce as we're manufacturing
00:10:44
our engines is how do we do that smartly
00:10:48
so that as we're offering this new
00:10:50
engine or this new product to the
00:10:52
airline community that we're really
00:10:54
dropping their overall cost of ownership
00:10:57
or operation of our engine so like with
00:11:00
this new geared architecture if I look
00:11:02
at today's Workhorse engines that power
00:11:05
the the 100 to
00:11:07
250 passenger Market as we introduce
00:11:11
this new geared engine you know we
00:11:13
improve fuel consumption
00:11:15
15% we drop this nitrix oxide by
00:11:20
50% we drop Noise by
00:11:24
50% and we'll also drop carbon related
00:11:28
emissions
00:11:29
by 15 to 20% because it's you know for
00:11:32
every gallon of fuel that an engine
00:11:35
consumes it produces 20 lbs of carbon
00:11:40
monoxide so so a fair Fairly large
00:11:44
influence on the impact on um the the
00:11:47
carbon emissions that one's producing so
00:11:50
as we look at what does this new
00:11:52
architecture provide our Target was to
00:11:55
lower overall engine operating cost at
00:11:57
the airline level by 20% and today with
00:12:01
the technology work that we've done in
00:12:02
the engine demonstrator that we just
00:12:04
completed we're approaching actually
00:12:07
25% cost reduction that's the challenge
00:12:10
we have as an oem to really Drive value
00:12:13
to our to our you know End customer
00:12:15
we're selling World worldwide we're
00:12:17
selling right now we're on two two
00:12:19
platforms that that Bombardier and and
00:12:22
MIT Bish are actively uh uh campaigning
00:12:25
or marketing their equipment and we hope
00:12:28
that Within in the next several years
00:12:30
the two major oems uh Airbus and Boeing
00:12:34
will also be uh pursuing new product and
00:12:38
gives us an opportunity to leverage our
00:12:39
new geared architecture on those
00:12:41
platforms certainly the the focus on
00:12:44
global warming and this the s c tax or
00:12:47
SE charge for the amount of carbons in
00:12:51
that an airline operator will emit in
00:12:54
that in that country that's a key
00:12:56
element and I think the other element is
00:12:58
the uncertainty in what's the cost of
00:13:00
fuel you know it's today it's it's in
00:13:03
that two $2 to $2.50 per gallon not that
00:13:07
long ago about 15 months ago or 18
00:13:10
months ago you we were at 350 a gallon
00:13:13
so the real question becomes as fuel
00:13:15
starts to creep above you know $1 $100 a
00:13:19
barrel or $150 a barrel that has a very
00:13:23
significant uh impact on an airline
00:13:26
operating
00:13:27
cost
