ThePratt & Whitney Canada PW100aircraft enginefamily is a series of 1,800 to 5,000shaft horsepower(1,300 to 3,700 kW)turbopropsmanufactured byPratt & Whitney Canada.Pratt & Whitney Canada dominates the turboprop market with 89% of the turbopropregional airlinerinstalled base in 2016, leadingGE AviationandAllison Engine Company.[2]
| PW100 | |
|---|---|
| |
| PW120 inCanada Aviation Museum | |
| Type | Turboprop |
| National origin | Canada |
| Manufacturer | Pratt & Whitney Canada |
| First run | March 1981 |
| Major applications | ATR 42/ATR 72 De Havilland Canada Dash 8 EADS CASA C-295 Embraer EMB 120 Brasilia Fokker 50 Xian MA60 |
| Number built | >8,000 (as of 2014[update])[1][needs update] |
Development
editThe engine was first introduced as a technology demonstrator in 1977.[3]The PW100 was first tested in March 1981, made its initial flight in February 1982 on aVickers Viscounttestbed aircraft,[4]and then entered service in December 1984 on aDash 8regional aircraftforNorOntair.[1]
The PW150 engine was introduced on 24 April 1995, whenBombardierselected 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-stagecentrifugal compressorto a three-stageaxial 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 4,920 shp (3,670 kW) in the PW150, although the engine was thermodynamically capable of 6,500–7,500 shp (4,800–5,600 kW).[5]
At the 2021Dubai 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.[6]The engine series will premiere as the standard powerplant on all newATR 42andATR 72aircraft, with a launch order fromAir Corsicausing 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.[7]
Design
editOriginally 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 LPturbine,supercharges acontra-rotatingcentrifugal high-pressure (HP) impeller, driven by a single-stage HP turbine. Power is delivered to the offset propellerreduction gearboxthrough a third shaft, connected to a two-stagefree (power) turbine.The gearbox has two stages, yielding a reduction ratio between 15.4 and 17.16. The first stage usesdouble helical gears,followed by a second stage with straightspur gears.[8]
Variants
edit
The last two digits of each variant model number represent the nominal power at takeoff, in hundreds of horsepower.[9]
| Variant | Certification | Rating | Notes |
|---|---|---|---|
| PW115 | 1983-12[9] | 1,500 shp (1,100 kW)[11] | No longer in service. |
| PW118 | 1986-03-11 | 1,892eshp(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)[12] | For theQ400andAn-132.[a] |
- ^Is capable of up to 7,000 shp (5,200 kW). 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 13.5 ft (4.1 m) Dowty R408 propeller that spins at slower rates of 1,020rpmat takeoff, 900 rpm at climb and 850 rpm at cruise.[13]
Other variants
edit- PW119
- 1,815 shp (1,353 kW),[14]no longer in service.
- PW124
- 2,400 shp (1,800 kW),[15]no longer in service.
- PW124A
- No longer in service.
- PW125
- No longer in service.
- PW125A
- No longer in service.
- PW127TS
- 2,500 shp (1,900 kW) turboshaft version that powered the first 2 prototypes of theMil Mi-38helicopter[16]and was to be used on the Mi-38-1 variant.[17]
- PW127XT-S
- Selected to power theDeutsche AircraftD328ecoin June 2022.[18]
- PW130
- Unsuccessfully offered for theSaab 2000[19]andIPTN N-250aircraft.[20]Proposed for the unbuiltFokker 50-400 aircraft.[21]
- PW150 Twin Pack
- Proposed powerplant for theAirbus A400M.[22]Two PW150-based engines would be used to drive a single propeller.[23]The powerplant was eliminated from contention by Airbus in early June 1999, since it was short of providing the 9,000 shp (6,700 kW) required to drive the eight-bladed propeller at the time, and its specific fuel consumption (SFC) was excessive.[24]
- PW150B
- Proposed powerplant for theShaanxi Y-8F-600.[25]Abandoned in December 2008 when the United States government barred a U.S.-based subcontractor from exporting the engine control software for the PW150B.[26]
- PW150C
- Proposed powerplant for theXian MA700.[27]Includes a third-stage power turbine, larger-diameter propellers, modifiedreduction gearbox,and optimized low-pressure compressor.[28]Has higher thrust, higher speed, and extended range compared to the PW150A. Blocked from an export license by the Canadian government in 2020,[29]because of the Chinese government's retaliatory detention of Canadian citizens (the "two Michaels") starting in 2018.[30]
- ST18M
- Marine application for the PW100.
- ST40
- PW150 derivative adapted for theBombardier JetTrain,which was proposed for use in high-speed train travel in North America.[31]
- ST40M
- Marine application for the PW150A.
Applications
editAircraft
edit
| 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[32] |
Other applications
edit- BombardierJetTrain
- Skjold-class corvette
Specifications
edit| Series | Thermo. Power |
Mech. Power |
Prop. max. RPM |
BSFC[a][34] | Dry weight[34] |
Height | Width | Length | Application |
|---|---|---|---|---|---|---|---|---|---|
| PW118 | 2,180 hp 1,630 kW |
1,800 hp 1,300 kW |
1,300 | 0.498 lb/(hp⋅h) 303 g/kWh |
861 lb 391 kg |
31 in 79 cm |
25 in 64 cm |
81 in 210 cm |
Embraer EMB-120 |
| PW120 | 2,400 hp 1,800 kW |
2,100 hp 1,600 kW |
1,200 | 0.485 lb/(hp⋅h) 295 g/kWh |
921 lb 418 kg |
31 in 79 cm |
25 in 64 cm |
84 in 210 cm |
ATR 42-300/320 Dash 8-100 |
| PW123/124 | 3,000 hp 2,200 kW |
2,400 hp 1,800 kW |
1,200 | 0.470 lb/(hp⋅h) 286 g/kWh |
992 lb 450 kg |
33 in 84 cm |
26 in 66 cm |
84 in 210 cm |
Dash 8-200/300 Canadair CL-215T/CL-415 |
| PW127 | 3,200 hp 2,400 kW |
2,750 hp 2,050 kW |
1,200 | 0.459 lb/(hp⋅h) 279 g/kWh |
1,060 lb 480 kg |
33 in 84 cm |
26 in 66 cm |
84 in 210 cm |
An-140,ATR 42-400/500/600,ATR 72-210/500/600 CASA C-295,Il-114-100,Xian MA60 |
| PW150 | 6,200 hp 4,600 kW |
5,000 hp 3,700 kW |
1,020 | 0.433 lb/(hp⋅h) 263 g/kWh[35] |
1,583 lb 718 kg[35] |
44 in 110 cm |
30 in 76 cm |
95 in 240 cm |
Dash 8-400 |
- ^At sea-level take-off
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, two-stage centrifugal compressors,PW150:Two-spool, 3-stage axial, single centrifugal[33]
- Combustors:Reverse flow combustor[33]
- Turbine:Single-stage low pressure and high pressure turbines, Two-stage power turbine[33]
- Fuel type:PW150:Kerosene Jet A, A-1/JP8; Wide Cut Jet B/JP4; High Flash JP5/JP1
- Oil system:Self-contained system[38]
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[8]
- Air mass flow:PW120, PW127, and PW150:6.70, 8.49, and 14.44 kg/s (14.8, 18.7, and 31.8 lb/s)[8]
- 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
edit
Comparable engines
Related lists
References
edit- ^abPratt & Whitney Canada(13 May 2014)."Pratt & Whitney Canada celebrates the 30th anniversary of the PW100 turboprop powerhouse".Skies Magazine(Press release).
- ^Schonland, Addison (25 Apr 2017)."Pratt & Whitney Canada – The Dominator".Air Insight Group.Retrieved12 July2020.
- ^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.ISSN0015-3710.
- ^Leyes II & Fleming 1999,p.489.
- ^"PW150 for Dash 8-400".Flight International.2 May 1995.ISSN0015-3710.
- ^Buyck, Cathy (16 November 2021)."ATR upgrades turboprops with new Pratt engines"(PDF).Dubai Airshow News.Aviation International News.p. 6.
- Cathy Buyck (November 15, 2021)."ATR Upgrades Turboprops with New Pratt & Whitney Engine".Aviation International News.
- ^Perry, Dominic (15 November 2021)."ATR re-engines with new PW127XT series and secures launch order from Air Corsica".Dubai 2021.Flight International.ISSN0015-3710.
- ^abcHosking, 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.CiteSeerX10.1.1.600.8607.ISBN9789283700050.OCLC300373932.
- ^abCook, 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.ISSN0096-736X.JSTOR44729718.
- ^Type certificate data sheet(Report). Vol. E-19 (51st ed.). Transport Canada. 28 August 2023.Canadian type certificate for PW118–PW127.
- ^"Civil Turboshaft/Turboprop Specifications".jet-engine.net.
- ^Type certificate data sheet(Report). Vol. E-29 (3rd ed.). Transport Canada. 28 August 2000.Canadian type certificate for PW150.
- ^Warwick, Graham (9 September 1998)."Turboprop - and proud of it".Flight International.ISSN0015-3710.
- ^"Dornier lands big order".Flying.September 1991. p. 26.ISSN0015-4806.
- ^Leyes II & Fleming 1999,p.491.
- ^Dubois, Thierry; Huber, Mark (February 2014)."New rotorcraft 2014"(PDF).Aviation International News.pp. 48–51.
- Thierry Dubois; Mark Huber (February 1, 2014)."New Rotorcraft 2014".Aviation International News.
- ^"Fourth Mi-38 commences tests"(PDF).Industry – News.Take-off: Russia's National Aerospace Magazine.November 2014. p. 30.
- "Fourth Mi-38 commences tests".Fantasy Lab.
- ^Schuurman, Richard (17 June 2022)."Deutsche Aircraft upgrades to P&W PW127XT-S engines".AirInsightGroup.
- ^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.ISSN0005-2175.
- ^"Allison GMA 2100 selected".Industry observer.Aviation Week & Space Technology.30 July 1990. p. 11.ISSN0005-2175.
- ^"Launch target for new Fokker"(PDF).From other publications.Rundschau.Vol. 37, no. 287. AEROPERS.Flight International.July–August 1990. p. 38.OCLC173866706.
- ^Moxon, Julian (17 March 1999)."CASA chosen for final assembly of Airbus Military transporter".Flight International.Toulouse, France. p. 22.ISSN0015-3710.
- ^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.ISSN0015-3710.OCLC207200939.
- ^Cook, Nick (9 June 1999). "Airbus to select A400M engine next month".Jane's Defence Weekly.Vol. 31, no. 23. p. 1.ISSN0265-3818.OCLC207398309.
- ^Chang, Andrei (3 December 2008)."China, Russia still at odds over Il-76 sales deal".United Press International(UPI).
- ^"PWC pulls out of military Y8-F600".Air Cargo News.22 December 2008.
- ^Meszaros, Jennifer (20 January 2020)."Chinese LCC takes its first ARJ21, MA700 set for assembly".AINonline.
- ^Polek, Gregory (20 June 2017)."Pratt Canada seals deals to power Chinese, Russian turboprops".AINonline.
- ^"China's MA700 in jeopardy as Canada blocks PW150C exports".ch-aviation.28 September 2021.
- ^Chua, Alfred (3 October 2022)."Beyond C919 certification euphoria, COMAC confronts sobering realities".FlightGlobal.ISSN0015-3710.
- ^"Pratt-built engine to power JetTrain".Hartford Courant.16 October 2002.ISSN1047-4153.Retrieved20 October2023.
- ^"Xian signs Y-7 deals with five Chinese domestic airlines".Flight International.16 June 1998.ISSN0015-3710.
- ^abcd"PW100/150 Turboprops".Pratt & Whitney Canada.
- ^abGudmundsson, Snorri (2022)."Table 7-9. Typical T-O power and SFC of selected turboprop engines".General aviation aircraft design: Applied methods and procedures(2nd ed.).Butterworth-Heinemann.p. 227.ISBN978-0-12-818465-3.OCLC1272887697.
- ^abNational 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.ISBN978-0-309-10399-2.OCLC567827788.
- ^"PW100 Type certificate data sheet"(PDF).EASA. 4 June 2014. Archived fromthe original(PDF)on 31 January 2017.Retrieved14 February2017.
- ^"PW150 Type certificate data sheet"(PDF).EASA. 19 November 2014.
- ^ATR 42 72 Aircraft Maintenance Training Manual, chapter 71
Bibliography
edit- "Pratt & Whitney Canada PW100 Series"(PDF).Forecast International. November 2010.
- Leyes II, Richard A.; Fleming, William A. (1999).The History of North American Small Gas Turbine Aircraft Engines.Washington, DC: Smithsonian Institution.ISBN1-56347-332-1.OCLC247550535.
External links
edit
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