Pratt & Whitney Canada PW100
(Redirected from Pratt & Whitney PW150)
| PW100 | |
|---|---|
| |
| PW120 in Canada 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] |
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.[2]
Development
[edit]The 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 a Vickers Viscount testbed aircraft,[4] and then entered service in December 1984 on a Dash 8 regional aircraft for NorOntair.[1]
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 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 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.[6] 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.[7]
Design
[edit]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.[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 | 1,892 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)[12] | For the Q400 and An-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 1,020 rpm at 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 the Mil Mi-38 helicopter[16] and was to be used on the Mi-38-1 variant.[17]
- PW127XT-S
- Selected to power the Deutsche Aircraft D328eco in June 2022.[18]
- PW130
- Unsuccessfully offered for the Saab 2000[19] and IPTN N-250 aircraft.[20] Proposed for the unbuilt Fokker 50-400 aircraft.[21]
- PW150 Twin Pack
- Proposed powerplant for the Airbus 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 the Shaanxi 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 the Xian MA700.[27] Includes a third-stage power turbine, larger-diameter propellers, modified reduction 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 the Bombardier JetTrain, which was proposed for use in high-speed train travel in North America.[31]
- ST40M
- Marine application for the PW150A.
Applications
[edit]Aircraft
[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]- Bombardier JetTrain
- 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
Data from PW100,[36] PW150[37]
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]- ^ a b Pratt & 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. Retrieved 12 July 2020.
- ^ 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.
- ^ Leyes II & Fleming 1999, p. 489.
- ^ "PW150 for Dash 8-400". Flight International. 2 May 1995. ISSN 0015-3710.
- ^ 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. ISSN 0015-3710.
- ^ a b c 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.
- ^ a b 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.
- ^ 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". www.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. ISSN 0015-3710.
- ^ "Dornier lands big order". Flying. September 1991. p. 26. ISSN 0015-4806.
- ^ 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. ISSN 0005-2175.
- ^ "Allison GMA 2100 selected". Industry observer. Aviation Week & Space Technology. 30 July 1990. p. 11. ISSN 0005-2175.
- ^ "Launch target for new Fokker" (PDF). From other publications. Rundschau. Vol. 37, no. 287. AEROPERS. Flight International. July–August 1990. p. 38. OCLC 173866706.
- ^ Moxon, Julian (17 March 1999). "CASA chosen for final assembly of Airbus Military transporter". Flight International. Toulouse, France. p. 22. ISSN 0015-3710.
- ^ 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. ISSN 0015-3710. OCLC 207200939.
- ^ Cook, Nick (9 June 1999). "Airbus to select A400M engine next month". Jane's Defence Weekly. Vol. 31, no. 23. p. 1. ISSN 0265-3818. OCLC 207398309.
- ^ 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. ISSN 0015-3710.
- ^ "Pratt-built engine to power JetTrain". Hartford Courant. 16 October 2002. ISSN 1047-4153. Retrieved 20 October 2023.
- ^ "Xian signs Y-7 deals with five Chinese domestic airlines". Flight International. 16 June 1998. ISSN 0015-3710.
- ^ a b c d "PW100/150 Turboprops". Pratt & Whitney Canada.
- ^ a b Gudmundsson, 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. ISBN 978-0-12-818465-3. OCLC 1272887697.
- ^ a b 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.
- ^ "PW100 Type certificate data sheet" (PDF). EASA. 4 June 2014. Archived from the original (PDF) on 31 January 2017. Retrieved 14 February 2017.
- ^ "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. ISBN 1-56347-332-1. OCLC 247550535.
External links
[edit]
Wikimedia Commons has media related to Pratt & Whitney Canada PW100 family.