Pratt & Whitney Canada PW100

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The Pratt & Whitney Canada PW100 aircraft engine family is a series of 1,800 to 5,000 shaft horsepower (1,300 to 3,700 kW) turboprops manufactured by Pratt & Whitney Canada. Pratt & Whitney Canada dominates the turboprop market with 89% of the turboprop regional airliner installed base in 2016, leading GE Aviation and Allison Engine Company.[1]

Development

The engine was first introduced as a technology demonstrator in 1977.[2] The PW100 was first tested in March 1981, made its initial flight in February 1982 on a Vickers Viscount testbed aircraft,Lua error in package.lua at line 80: module 'Module:Footnotes/anchor_id_list' not found. and then entered service in December 1984 on a Dash 8 regional aircraft for NorOntair.[3]

The PW150 engine was introduced on 24 April 1995, when Bombardier selected the engine for the launch of its de Havilland Dash 8-400 regional turboprop. The PW150 was a higher-power version of the PW100 series, with the low-pressure compressor changed from a single-stage centrifugal compressor to a three-stage axial compressor, and the turbine modified to have improved cooling. The power rating was increased from 2,750 shaft horsepower (2,050 kilowatts) in the PW127 to Template:Cvt in the PW150, although the engine was thermodynamically capable of Template:Cvt.[4]

At the 2021 Dubai Air Show, Pratt & Whitney Canada introduced the PW127XT (extended-time-on-wing) series. The PW127XT, which is intended to replace the PW127M variant, reduces the number of engine overhauls within 10 years to two from three. The engine maintenance interval (time-on-wing) is increased from 14,000 hours to 20,000 hours and would use three percent less fuel than the PW127M.[5] The engine series will premiere as the standard powerplant on all new ATR 42 and ATR 72 aircraft, with a launch order from Air Corsica using the PW127XT-M engine model. The PW127XT-N variant, which is designed for the ATR 72-600, has the same mechanical power rating as the PW127XT-M but has a higher thermodynamic power rating.[6]

Design

Originally called the PT7, the PW100 uses a relatively unusual three-shaft engine configuration. In the PW100, a centrifugal low-pressure (LP) impeller (except for the PW150, which uses a 3-stage axial LP compressor), driven by a single-stage LP turbine, supercharges a contra-rotating centrifugal high-pressure (HP) impeller, driven by a single-stage HP turbine. Power is delivered to the offset propeller reduction gearbox through a third shaft, connected to a two-stage free (power) turbine. The gearbox has two stages, yielding a reduction ratio between 15.4 and 17.16. The first stage uses double helical gears, followed by a second stage with straight spur gears.[7]

File:Pratt & Whitney Canada PW123 retouched.jpg
Pratt & Whitney Canada PW123, from right to left: propeller mount, gearbox, air intake below, accessories surrounding the compressor, combustor, turbine and exhaust

Variants

File:HOP ATR42 F-GPYC 25sep14 LFBO-2.jpg
A PW127E installed on an ATR 72-500
File:RAFO EADS CASA C-295 901 PAS 2013 04 PW127G turboprop engine.jpg
PW127G engine on a CASA C-295 aircraft at Paris Air Show 2013

The last two digits of each variant model number represent the nominal power at takeoff, in hundreds of horsepower.[8]

Certified variants[9]
Variant Certification Rating Notes
PW115 1983-12[8] Template:Cvt[10] No longer in service.
PW118 1986-03-11 1,892 eshp (1,411 kW) Can be converted to a PW118A.
PW118A 1987-06-30 1,893 eshp (1,412 kW) Can be converted to a PW118B.
PW118B 1996-02-29 1,892 eshp (1,412 kW)
PW119A 1992-03-04 1,948 eshp (1,453 kW) Can be converted to a PW119B.
PW119B 1993-04-05 1,941 eshp (1,448 kW) Can be converted to a PW119C.
PW119C 1995-04-21 1,941 eshp (1,448 kW) Can be converted to a PW119B.
PW120 1983-12-16 1,787 eshp (1,333 kW) Can be converted to a PW121.
PW120A 1984-09-18 1,892 eshp (1,411 kW) Can be converted to a PW121.
PW121 1987-02-18 2,044 eshp (1,524 kW) Can be converted to a PW120.
PW121A 1995-03-24 1,992 eshp (1,465 kW)
PW123 1987-06-30 2,261 eshp (1,687 kW) Can be converted to a PW123B, C, D, or E.
PW123AF 1989-06-14 2,261 eshp (1,686 kW) Can be converted to PW123.
PW123B 1991-12-20 2,262 eshp (1,687 kW) Can be converted to a PW123.
PW123C 1994-05-13 2,054 eshp (1,532 kW) Can be converted to a PW123 or D.
PW123D 1994-05-13 2,054 eshp (1,532 kW) Can be converted to a PW123 or C.
PW123E 1995-02-13 2,261 eshp (1,687 kW) Can be converted to a PW123.
PW124B 1988-05-25 2,522 eshp (1,881 kW) Can be converted to a PW123 or PW127.
PW125B 1987-05-01 2,261 eshp (1,687 kW)
PW126 1987-05-01 2,323 eshp (1,732 kW) Can be converted to a PW123 or PW126A.
PW126A 1989-06-14 2,493 eshp (1,859 kW) Can be converted to a PW123 or PW127D.
PW127 1992-02-04 2,619 eshp (1,953 kW) Can be converted to a PW127C, E, or F.
PW127A 1992-02-10 2,620 eshp (1,954 kW) Can be converted to a PW127B.
PW127B 1992-11-05 2,619 eshp (1,953 kW)
PW127C 1992-10-06 2,880 eshp (2,148 kW)
PW127D 1993-03-31 2,880 eshp (2,148 kW) Can be converted to a PW127B.
PW127E 1994-12-16 2,516 eshp (1,876 kW) Can be converted to a PW127M.
PW127F 1996-08-30 2,619 eshp (1,953 kW) Can be converted to a PW127M.
PW127G 1997-09-19 3,058 eshp (2,281 kW) Used in CASA C295.
PW127H 1998-10-23 2,880 eshp (2,148 kW)
PW127J 1999-01-04 2,880 eshp (2,148 kW)
PW127M 2007-12-07 2,619 eshp (1,953 kW) Used in the ATR 72-600s.
PW127N 2014-05-05 2,619 eshp (1,953 kW)
PW127XT-L 2023-08-28 2,619 eshp (1,953 kW) Developed for use on STOL (short takeoff and landing) aircraft
PW127XT-M 2022-08-25 2,621 eshp (1,954 kW) Used in the ATR 72-600s.
PW127XT-N 2023-06-22 2,621 eshp (1,954 kW)
PW150A 1998-06-24 5,492 eshp (4,095 kW)[11] For the Q400 and An-132.[a]

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  1. ^ Is capable of up to Template:Cvt. Has a 3 stage axial low pressure compressor instead of the centrifugal NL unit on other variants. On the Q400, it sports a larger, six-bladed Template:Cvt Dowty R408 propeller that spins at slower rates of 1,020 rpm at takeoff, 900 rpm at climb and 850 rpm at cruise.[12]

Other variants

PW119
Template:Cvt,[13] no longer in service.
PW124
Template:Cvt,Lua error in package.lua at line 80: module 'Module:Footnotes/anchor_id_list' not found. no longer in service.
PW124A
No longer in service.
PW125
No longer in service.
PW125A
No longer in service.
PW127TS
Template:Cvt turboshaft version that powered the first 2 prototypes of the Mil Mi-38 helicopter[14] and was to be used on the Mi-38-1 variant.[15]
PW127XT-S
Selected to power the Deutsche Aircraft D328eco in June 2022.[16]
PW130
Unsuccessfully offered for the Saab 2000[17] and IPTN N-250 aircraft.[18] Proposed for the unbuilt Fokker 50-400 aircraft.[19]
PW150 Twin Pack
Proposed powerplant for the Airbus A400M.[20] Two PW150-based engines would be used to drive a single propeller.[21] The powerplant was eliminated from contention by Airbus in early June 1999, since it was short of providing the Template:Cvt required to drive the eight-bladed propeller at the time, and its specific fuel consumption (SFC) was excessive.[22]
PW150B
Proposed powerplant for the Shaanxi Y-8F-600.[23] Abandoned in December 2008 when the United States government barred a U.S.-based subcontractor from exporting the engine control software for the PW150B.[24]
PW150C
Proposed powerplant for the Xian MA700.[25] Includes a third-stage power turbine, larger-diameter propellers, modified reduction gearbox, and optimized low-pressure compressor.[26] Has higher thrust, higher speed, and extended range compared to the PW150A. Blocked from an export license by the Canadian government in 2020,[27] because of the Chinese government's retaliatory detention of Canadian citizens (the "two Michaels") starting in 2018.[28]
ST18M
Marine application for the PW100.
ST40
PW150 derivative adapted for the Bombardier JetTrain, which was proposed for use in high-speed train travel in North America.[29]
ST40M
Marine application for the PW150A.

Applications

Aircraft

File:Pw120a-142803.jpg
A PW120A fitted to a Canadian Forces CT-142
Application Variant
Antonov An-132D PW150A
Antonov An-140 PW127A
ATR 42-300/320/400 PW120/PW121
ATR 42-500/600/600S PW127E/XT-M/XT-L
ATR 72-100/200 PW124B
ATR 72-500/600 PW127F/XT-M
BAe ATP PW126
Canadair CL-215T PW123AF
Canadair CL-415 PW123AF
De Havilland Canada Dash 8-100 PW120/PW121
De Havilland Canada Dash 8-200/300 PW123
De Havilland Canada Dash 8-400 PW150
Dornier 328 PW119
EADS CASA C-295 PW127G
Embraer EMB 120 Brasilia PW118/118A/118B
Fokker 50/60 PW125B/127B
Ilyushin Il-114 PW127H
Xian MA60 PW127J
Xian Y-7-200A PW127C[30]

Other applications

Specifications

PW100/150 Series[31]
Series Thermo.
Power		 Mech.
Power		 Prop.
max. RPM		 BSFC[a][32] Dry
weight[32]		 Height Width Length Application
PW118 Template:Cvt Template:Cvt 1,300 Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt Embraer EMB-120
PW120 Template:Cvt Template:Cvt 1,200 Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt ATR 42-300/320
Dash 8-100
PW123/124 Template:Cvt Template:Cvt 1,200 Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt Dash 8-200/300
Canadair CL-215T/CL-415
PW127 Template:Cvt Template:Cvt 1,200 Template:Cvt Template:Cvt Template:Cvt Template:Cvt Template:Cvt An-140, ATR 42-400/500/600, ATR 72-210/500/600
CASA C-295, Il-114-100, Xian MA60
PW150 Template:Cvt Template:Cvt 1,020 Template:Cvt[33] Template:Cvt[33] Template:Cvt Template:Cvt Template:Cvt Dash 8-400

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  1. ^ At sea-level take-off

Data from PW100,[34] PW150[35]

General characteristics

  • Type: Three-shaft turboprop
  • Length: 2,046–2,130 mm (80.6–83.9 in); PW150: 2,420 mm (95 in)
  • Diameter: 635–679 mm (25.0–26.7 in); PW150: 790 mm (31 in)
  • Dry weight: 390.5–481.7 kg (861–1,062 lb); PW150: 716.9 kg (1,580 lb)

Components

  • Compressor: Two-spool, single-stage centrifugal LP + single-stage centrifugal HP
PW150: Two-spool, three-stage axial LP + single-stage centrifugal HP[31]
  • Combustors: Reverse flow combustor[31]
  • Turbine: Single-stage HP and LP turbines, two-stage power turbine[31]
  • Fuel type: PW150: Kerosene Jet A, A-1/JP8; Wide Cut Jet B/JP4; High Flash JP5/JP1
  • Oil system: Self-contained system[36]

Performance

  • Maximum power output: 1,342–1,846 kW (1,800–2,476 hp); PW150: 3,415 kW (4,580 hp) + 3.412 kN (767 lbf)
  • Overall pressure ratio: PW120, PW127, and PW150: 12.14, 15.77, and 17.97[7]
  • Air mass flow: PW120, PW127, and PW150: Template:Cvt[7]
  • Power-to-weight ratio: 3.44–3.83 kW/kg (2.09–2.33 hp/lb); PW150: 4.76 kW/kg (2.90 hp/lb)

See also

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Related lists

References

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  1. ^ Page Module:Citation/CS1/styles.css has no content.Schonland, Addison (25 Apr 2017). "Pratt & Whitney Canada – The Dominator". Air Insight Group. Retrieved 12 July 2020.
  2. ^ Page Module:Citation/CS1/styles.css has no content.Trimble, Stephen (28 February – 5 March 2012). "Return of the power turboprop: Turboprop engine duel strikes up for 90-seater". Flight International. No. 728. pp. 32–33. ISSN 0015-3710.
  3. ^ Page Module:Citation/CS1/styles.css has no content.Pratt & Whitney Canada (13 May 2014). "Pratt & Whitney Canada celebrates the 30th anniversary of the PW100 turboprop powerhouse". Skies Magazine (Press release).
  4. ^ Page Module:Citation/CS1/styles.css has no content."PW150 for Dash 8-400". Flight International. 2 May 1995. ISSN 0015-3710.
  5. ^ Page Module:Citation/CS1/styles.css has no content.Buyck, Cathy (16 November 2021). "ATR upgrades turboprops with new Pratt engines" (PDF). Dubai Airshow News. Aviation International News. p. 6.
  6. ^ Page Module:Citation/CS1/styles.css has no content.Perry, Dominic (15 November 2021). "ATR re-engines with new PW127XT series and secures launch order from Air Corsica". Dubai 2021. Flight International. ISSN 0015-3710.
  7. ^ a b c Page Module:Citation/CS1/styles.css has no content.Hosking, E.; Kenny, D. P.; McCormick, R. I.; Moustapha, S. H.; Sampath, P.; Smailys, A. A. (11–15 May 1998). The PW100 engine: 20 years of gas turbine technology evolution. Design principles and methods for aircraft gas turbine engines. pp. 4–1 to 4–9. CiteSeerX 10.1.1.600.8607. ISBN 9789283700050. OCLC 300373932.
  8. ^ a b Page Module:Citation/CS1/styles.css has no content.Cook, David L. (16–19 April 1985). Development of the PW100 turboprop engines. General Aviation Aircraft Meeting and Exposition. SAE Transactions. Vol. 94, no. 4. pp. 4.740 – 4.746. doi:10.4271/850909. ISSN 0096-736X. JSTOR 44729718.
  9. ^ Page Module:Citation/CS1/styles.css has no content.Type certificate data sheet (Report). Vol. E-19 (51st ed.). Transport Canada. 28 August 2023. Canadian type certificate for PW118–PW127.
  10. ^ Page Module:Citation/CS1/styles.css has no content."Civil Turboshaft/Turboprop Specifications". www.jet-engine.net.
  11. ^ Page Module:Citation/CS1/styles.css has no content.Type certificate data sheet (Report). Vol. E-29 (3rd ed.). Transport Canada. 28 August 2000. Canadian type certificate for PW150.
  12. ^ Page Module:Citation/CS1/styles.css has no content.Warwick, Graham (9 September 1998). "Turboprop - and proud of it". Flight International. ISSN 0015-3710.
  13. ^ Page Module:Citation/CS1/styles.css has no content.[[[:Template:GBurl]] "Dornier lands big order"]. Flying. September 1991. p. 26. ISSN 0015-4806. {{cite magazine}}: Check |url= value (help)
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  17. ^ Page Module:Citation/CS1/styles.css has no content.Shifrin, Carole A. (3 July 1989). "Douglas may offer three MD-90 versions with V2500 powerplants". Report from Le Bourget. Aviation Week & Space Technology. pp. 56–57. ISSN 0005-2175.
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  21. ^ Page Module:Citation/CS1/styles.css has no content.Norris, Guy (2 June 1999). "European powerhouse: BMW Rolls-Royce is poised for new growth as it enters the commercial engine world with the BR715". Flight International. No. 4679. Berlin, Germany. pp. 38–40. ISSN 0015-3710. OCLC 207200939.
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  23. ^ Page Module:Citation/CS1/styles.css has no content.Chang, Andrei (3 December 2008). "China, Russia still at odds over Il-76 sales deal". United Press International (UPI).
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  33. ^ a b Page Module:Citation/CS1/styles.css has no content.National Research Council (2007). "Table 3-1. Comparison of candidate engine characteristics". Improving the efficiency of engines for large nonfighter aircraft. The National Academies Press. p. 29. doi:10.17226/11837. ISBN 978-0-309-10399-2. OCLC 567827788.
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  36. ^ ATR 42 72 Aircraft Maintenance Training Manual, chapter 71

Bibliography

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