LE BOURGET—Pratt & Whitney says the blended-wing-body (BWB) aircraft in development by California-based startup JetZero is an “interesting opportunity” for the potential launch of an updated version of the PW2000, an engine which first entered commercial service on the Boeing 757 in January 1983.
Speaking at the Paris Air Show, Pratt Commercial Engines President Rick Deurloo says that he met here with JetZero to discuss the program and plans to visit the company’s Long Beach facility.
Two PW2040 versions of the engine have been shipped to JetZero to power the BWB demonstrator which is set to fly in September 2027 under a $235 million cost-sharing U.S. Air Force contract awarded in 2023. The dual-role demonstrator is intended to provide the basis for the follow-on potential development of a new-generation military tanker-transport and a more efficient midmarket airliner.
“I think JetZero is a really interesting opportunity,” Deurloo tells Aviation Week. “I'm not going to speculate on the defense side, what might happen or not happen. I think it's a really intriguing airplane, but we'll have to see how that plays out.”
Although Pratt originally proposed a version of its PW1000G for the demonstrator, these were replaced by PW2040s after the Air Force requested more powerful engines. Pratt has also made a modernized version of the older engine the basis for its bid for the proposed follow-on Z4 production model. Other engine concepts were also recently presented by GE Aerospace/CFM International, Rolls-Royce and Kratos-owned FTT at the company’s last airline advisory group meeting.
Despite the ongoing industry push for higher bypass ratio engines well beyond the PW2000’s 6:1 ratio, JetZero says a lower bypass better meets the BWB’s performance goals while also achieving the design limit of 80% maximum continuous thrust. Any noise and cruise efficiency penalties are compensated for by airframe shielding and the BWB’s lift-drag performance, the startup says.
“A lower bypass ratio engine works better for us,” JetZero President and Chief Operating Officer Dan Da Silva says. He emphasizes the requirement is “not a low bypass, but lower.”
The target is in the 6.5:1 to 8:1 bypass ratio range. “That’s perfectly fine. We don't need to go to 11:1 to 13:1, which is great for mid 30s cruise [35,000 ft], and maybe a maximum takeoff weight (MTOW) of 180,000 lb. to 200,000 lb. We are going be around 280,000 lb. to 290,000 lb. MTOW on the production airplane and we want to fly at 45,000 ft.—so more like a Gulfstream,” he adds.
Although the engine would require a new full authority digital engine control system, updated materials and a modern, low-emissions combustor to meet modern standards, the upgraded PW2000 engine could also suit Air Force requirements for a potential re-engining candidate for the Boeing C-17 airlifter. The current C-17 is powered by the F117, a military version of the PW2000. The Air Force issued a request for information for suitable re-engining powerplants in 2024.
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