LHTEC Industrial T800 - Archived 5/1998
Outlook
Orientation
Description.
Advanced-technology free turbine industrial and marine (aero-derivative) gas turbine of approximately 900-1000 kW. (Note: This report covers the LHTEC T800 Industrial & Marine versions [I&M] only. The T800 Aviation Turboshaft engine is covered in a separate report in Tab D in Book I. The LHTEC CTP800 turboprop variant is discussed in Tab C, Book I, in the "Design, Preproduction and Inactive Programs" report at the end of that tab.)As used in this report, the designation T800 refers to the Industrial & Marine (I&M) T800.
Sponsor.
The I&M T800 originated as a private effort on the part of LHTEC.Contractors/Manufacturers.
The prime manufacturer is Light Helicopter Turbine Engine Company (LHTEC); St. Louis, MO, USA.LHTEC consists of:
(a)
An entity that now includes the former Allied-Signal Company's Garrett Engine Division, and the former Textron Lycoming (Stratford, CT).Power Class.
1200 shp [895 kW]. Growth to 1800 shp [1 342 kW] required by US Army for aviation turboshaft model (see Program Review section below).Status.
For industrial and marine applications, the machine is considered production-ready at this time.Total Produced.
As of the start of 1997, at least two I&M T800 machines are believed to have been fabricated for testing and proof-of-concept.Application.
Electric power generation; marine propulsion. Mechanical drive applications likely to develop.Price Range.
Production models expected to cost $870,000 - $1.3 million (estimated in 1997 US dollars), depending on application.Competition.
With the Industrial T800 not yet brought to market, it faces only hypothetical competition in the power band it would enter. In the power generation arena, the machines which currently could compete with the Industrial T800 are the UTC Pratt & Whitney Canada ST6L-813, Turbomeca Makila TI, and Solar Saturn 20.Technical Data
Design Features.
Design features of the LHTEC T800 include the following:Intake. Intake equipped with an integrated particle separator.
Compressor. Rugged two-stage centrifugal compressor, made up of only 20 parts. No variable geometry. Air flow is approximately 7 lb/sec [3,17 kg/s]; pressure ratio approximately 14:1. Output speed is 23,000 rpm (6400 rpm with reduction gearbox).
Combustor. Reverse-flow annular combustor of machined-ring design. Featured is air-blase atomizing fuel nozzles.
Gas Generator Turbine. Two-stage axial design, with air-cooled rotor blades in Stage 1. Turbine blades are individually inserted into the disc.
Power Turbine. Offset uncooled two-stage axial-design power turbine, downstream of the gas generator. Turbine blades are individually inserted in the disc. For the aero T800, the power turbine provides front drive-shaft output power directly to the helicopter's transmission.
Accessories. The machine is equipped with a Full Authority Digital Electronic Control (FADEC) system with complete redundancy and fail-safe operations system. Accessories include a self-contained oil, fuel and electrical system.
Dimensions.
Since the I&M T800 will be virtually identical to the T800 aviation turboshaft engine, approximate dimensions and specifications of the aviation T800 are as follows:|
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Metric Units |
English Units |
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Length |
843 mm |
33.2 inches |
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Width |
550 mm |
21.7 inches |
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Height |
662 mm |
26.1 inches |
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Weight, dry |
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T800 |
142,8 kg |
315 pounds |
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T800-LHT-801 |
151,9 kg |
335 pounds |
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CTS800 |
142,8 kg |
315 pounds |
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CTS800 (with gearbox) |
163,3 kg |
360 pounds |
Variants/Upgrades
Among the variants of the I&M T800 are the following (note: the below-listed designations are Forecast International's provisional designations):
GT800. The designation GT800 is applied to the T800 when used for power generation duty.
MT800. The designation MT800 is applied to the T800 when used for marine propulsion duty.
Program Review
Background.
The Light Helicopter Turbine Engine Company (LHTEC) T800 was one of the two entrants (the other team consisting of the then Textron Lycoming and Pratt & Whitney) in the US Army's competition for a 1200 shp [895 kW] turboshaft engine that had growth potential of 50 percent (to 1800 shp): its intended application was the service's proposed family of light helicopters (LHX, now designated RAH-66 Comanche) for the 1990s and beyond. The aero T800 engine originated in the Advanced Technology Demonstrator Engine (ATDE) effort.On August 9, 1984, the then General Motors's Allison Gas Turbine Division (now the independent Allison Engine Company) and the then Allied-Signal Aerospace Company's Garrett Engine Division (now melded into AlliedSignal Engines) announced the formation of LHTEC. Under that organization, Garrett and Allison combined to pool the experience of Allison's GMA 500 ATDE turboshaft with that of Garrett's TFE76/F109 turbofan: the T800 aero engine as now configured uses much of the F109 core.
The RAH-66 effort has been restricted to an ongoing development status. With delays in the aircraft effort, T800 engine development has outpaced that of the airframe, to the point that the first flight test of the T800/RAH-66 package occurred in late 1995.
On October 28, 1988, the USA Army selected LHTEC as the supplier of the T800 engines for the service's LH aircraft. While the Army's initial program objective was 2096 aircraft, the total was later reduced to 1292 (with a maximum of 1600). The program has since been restructured and stretched out numerous times, with the likelihood that the effort will result in two-eight aircraft built for testing and ongoing technology demonstration, including testing for very militarily oriented non-military roles.
Despite the marrow-deep cuts the RAH-66 program has suffered, the US Army still considered the helicopter as one of its "quarterbacks" for the year 2000 and beyond, especially given the aircraft's digitized battlefield capabilities.
In January 1995, LHTEC received a contract from Hindustan Aeronautics Limited (HAL) for CTS800 engines for the Indian Advanced Light Helicopter (ALH). The initial requirement is 150-250 aircraft (see T800 report in Tab D, Book I).
LHTEC T800 I&M Applications.
In a predicted move, the Army directed the two T800 teams to look at adapting their powerplant designs for tracked vehicles, perhaps with an eye to its Advanced Integrated Propulsion System (AIPS). The service may have felt at that time that while the T800's RAH-66 application may not be ready until the mid-1990s, the engine's advanced technology was readily available for adaptation to the design of new and uprated industrial gas turbines, as well as marine power plants, possibly for the Navy and/or Marine Corps. For tracked vehicles, the Army's intent was to capitalize on the T800's very low SFC — a 20-30 percent improvement over current-production engines.The T800 has also been eyed as the power source for USAF large radar array systems that require considerable power. While the exact number of such systems mounted on large jet-powered transport aircraft is presently under discussion by the Air Force, the total number of systems required could total 20 installations.
Funding
While funding continues to be granted for the T800 aviation turboshaft engine program, funding specifically related to the I&M T800 has not been identified.
Recent Contracts
No major identifiable commercial or military contracts specifically pertaining to the I&M T800 have been awarded or received in the recent past.
LHTEC Aero T800 Agreements.
LHTEC has concluded two agreements regarding collaboration and production of the aero T800, as follows:ROK Agreement. On May 19, 1990, LHTEC announced a collaborative agreement with Daewoo Heavy Industries Limited to promote the T800/CTS800 within the Republic of Korea (ROK) for all appropriately-sized applications, including the ongoing ROK HX medium utility helicopter program. The T800 engine was seen as meeting the medium utility requirement.
Ruston Agreement. On September 2, 1990, European Gas Turbines Limited (EGTL) (an entity that contains the former Ruston Gas Turbines Limited) announced an agreement in which the two firms would work together in developing opportunities for the sale of the T800/CTS800 for Lynx applications in the UK and other selected markets. The T800 has been offered as an option on the Lynx for the Australia/New Zealand ASW helicopter requirements.
Timetable
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1984 |
USA Army ATDE effort completed |
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Aug |
1984 |
Allison/Garrett teaming agreement signed |
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Jul |
1985 |
T800 contracts to LHTEC and Lycoming/P&W |
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Late |
1986 |
Initial testing begun |
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Oct |
1988 |
LHTEC chosen as supplier of engines for LHX (LH, later RAH-66) |
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Sep |
1991 |
First flight of T800-powered Eurocopter AS565P; |
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First flight of T800-powered Westland Lynx |
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Jan |
1995 |
LHTEC received HAL contract for CTS800 for ALH |
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Nov |
1995 |
First flight of initial Comanche prototype made |
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1997 |
Flight testing of CTS800/ALH projected to continue |
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Thru |
2006 |
Continued production/availability of I&M T800 projected |
Worldwide Distribution
As of the start of 1997 at least two T800s are assumed to have been fabricated, for bench testing and ongoing proof-of-concept; both machines are assumed to be located in the USA.
Forecast Rationale
In the electric power generation arena, the LHTEC T800 (provisionally designated GT800 by Forecast International) is projected to eventually garner acceptance as a prime power source for standby land-based installations, as well as for continuous duty. In addition, owing to the machine's high power-to-weight, it could find application in such other roles as that of power generation for surface vessels, heavy tracked vehicles or in other novel forms of conveyance. With a few nations and airframe manufacturers considering the aero T800 for their rotary-winged aircraft — apart from India, which has chosen the CTS800 for its ALH — LHTEC should be able to offer financially-attractive packages involving both T800 aero engines and T800 industrial power units/packages.
In the marine propulsion marketplace, the T800 (provisionally designated MT800) engine has already been marinized, and could be ready in the late 1990s for vessels whose designs are presently being formulated by the world's shipbuilders. With its power class, however, the engine's applications may be limited to very high speed one-of-a-kind vessels, whose overall production will not necessarily require T800s every year.
At 900-1000 kW, the I&M T800 would make a very attractive onboard power generation source for use onboard larger surface vessels, both as a new-build item or as a retrofit item for older, less powerful units.
In the decade extending through the year 2006, we project that 85 I&M T800 machines will be built, 57 for power generation and 28 for marine propulsion. We also feel that, the period, mechanical drive applications will arise. Since we cannot more closely identify when production will begin, we will merely, at this time, call out production sometime in the period.
The forecast below does NOT include T800 for aviation rotary-wing or fixed-wing applications.
Ten-Year Outlook
The forecast below is for the T800 only for Industrial & Marine (I&M) applications.
ESTIMATED CALENDAR YEAR PRODUCTION