Pratt & Whitney PW1000G

PW1000G
Type Geared turbofan
National origin United States
Manufacturer Pratt & Whitney
First run 2008
Major applications Airbus A320neo family
Bombardier CSeries
Embraer E-Jets E2
Irkut MC-21
Mitsubishi Regional Jet
Unit cost $12 million[1]

The Pratt & Whitney PW1000G is a high-bypass geared turbofan engine family, currently selected as the exclusive engine for the Bombardier CSeries, Mitsubishi Regional Jet (MRJ), and Embraer's second generation E-Jets, and as an option on the Irkut MC-21 and Airbus A320neo. The project was previously known as the Geared Turbofan (GTF), and originally the Advanced Technology Fan Integrator (ATFI). The engine is expected to deliver reductions in fuel use and ground noise when used in next-generation aircraft. The PW1000G engine first entered commercial use in January 2016 with Lufthansa's first commercial Airbus A320neo flight.[2]

Development

mockup with compressor and turbine cutaway

Pratt & Whitney first attempted to build a geared turbofan starting around 1998, with the PW8000.[3] This essentially was an upgrade of the existing PW6000 that replaced the fan section with a gearing system and new single-stage fan.[4] After several years of development the PW8000 essentially disappeared.[5]

Soon afterwards the ATFI project appeared, using a PW308 core but with a new gearbox and a single-stage fan. It had its first run on March 16, 2001. This led to the Geared Turbofan (GTF) program, which was based around a newly designed core jointly developed with German MTU Aero Engines.

In addition to the geared turbofan, the initial designs included a variable-area fan nozzle (VAFN), which allows improvements in propulsive efficiency across a range of the flight envelope.[6] However, the VAFN has since been dropped from production designs due to high system weight.

In July 2008, the GTF was renamed PW1000G, the first in a new line of "PurePower" engines.[7] Pratt & Whitney claims the PW1000G is 16% more fuel efficient than current engines used on regional jets and single-aisle jets, as well as being up to 75% quieter.[8]

Flight testing

Flight testing on a 747SP, in #2 position

The engine was first tested on the Pratt & Whitney Boeing 747SP, then since October 14, 2008 on an Airbus A340-600 in Toulouse on the number two pylon.[9] Testing of the CSeries bound PW1524G model began in October 2010.[10] The PW1500G engine successfully achieved Transport Canada type certification on February 20, 2013.[11] The A320 engine, the PW1100G, was first tested on the 747SP on 15 May 2013.[12]

The first flight test on one of its intended production airframes, the Bombardier CS100, was on September 16, 2013.[13] The first flight of the Airbus A320neo followed on September 25, 2014.[14] The PW1100G engine successfully achieved FAA type certification on December 19, 2014.[15] The fourth variant of the engine, the PW1900G, first flew on November 3, 2015 from Mirabel in Canada fitted to the Boeing 747SP test aircraft.[16]

Introduction

Powering the Lufthansa first A320neo

The first delivery to a commercial operator, an A320neo to Lufthansa, occurred on January 20, 2016.[17] This was instead of Qatar Airways due to rotor bow, or thermal bowing, due to asymmetrical cooling after shut-down on the previous flight. Differences in temperature across the shaft section supporting the rotor lead to different thermal deformation of the shaft material, causing the rotor axis to bend; this results in an offset between the center of gravity of the bowed rotor and the bearing axis, causing a slight imbalance and potentially reducing the tight clearance between the rotor blade tips and the compressor wall. All production standard engines now feature a damper on the third and fourth shaft bearings to help stiffen the shaft and data from engines in service and under accelerated testing is expected to gradually reduce engine start times. According to P&W President Bob Leduc, "by the time we get to June (2016), it will be down to 200 seconds for start time and by the time we get to December (2016) we will be down to 150 seconds for start time".[18]

In an earnings briefing on 26th July the CEO of Pratt & Whitney's parent company United Technologies Gregory Hayes stated when asked about the start up issues on the PW1100G-JM; "On the technical stuff, I would tell you it is in the rearview mirror. The start time with the software drops have been pretty well addressed".[19] Airbus group chief Tom Enders said while releasing Airbus's 2016 first half financial results that the first upgraded "golden engine" would be delivered to Lufthansa in early August 2016.[20]

Production

At the start of its production in 2016, each GTF was costing PW $10m to build, more than the sale price, but should become less than $2m per engine.[21] MTU provides the first four stages of the high-pressure compressor, the low-pressure turbine and other components. In October 2016, MTU started to deliver the engine assembled on its line to Airbus.[22]

In November 2016, Pratt had fixed the issue of engine start time and wants to deliver 150 powerplants by the year-end, 50 fewer than originally planned. This is because of low yield of Fan Blades when less than one-third were passing inspection at the start of the year compared to 75% success for the latest. 350-400 engine deliveries are targeted for 2017. Fuel-burn performance is 16% better than the IAE V2500 baseline, on target, and even 18% better in best cases.[23]

Design

By putting a 3:1 gearbox between the fan and the low-pressure spool, each spins at its optimal speed: 4,000–5,000 RPM for the fan and 12,000–15,000 RPM for the spool, the high-pressure spool spinning at more than 20,000 RPM. The 30,000 hp gearbox is designed as a lifetime item with no scheduled maintenance other than changing oil.[24]

Applications

Specifications

Data from PW1100G Type Certificate[35]

General characteristics

Components

Performance

PW1100G Max thrust ratings
models Take-Off Continuous
PW1133G/GA-JM, PW1130G-JM 33110 lbf (147.28 kN) 32780 lbf (145.81 kN)
PW1127G/GA/G1-JM 27075 lbf (120.43 kN) 26345 lbf (117.18 kN)
PW1124G/G1-JM, PW1122G-JM 24240 lbf (107.82 kN) 24035 lbf (106.91 kN)
The PW1000 Family[36]
Model Fan Diameter Bypass ratio Static Thrust Fuel cons. Noise (St.4) CO2 (t/ac/yr) NO (margin to CAEP 6) Stages Application Service entry
PW1124G 81 in (206 cm) 12.5:1 24,000 lbf (110 kN) -15% -20 dB -3,600 -55% 1GF-3LPC-8HPC-2HPT-3LPT A319neo
PW1127G 81 in (206 cm) 12.5:1 27,000 lbf (120 kN) -15% -20 dB -3,600 -55% 1GF-3LPC-8HPC-2HPT-3LPT A320neo January 2016
PW1133G 81 in (206 cm) 12.5:1 33,000 lbf (150 kN) -15% -20 dB -3,600 -55% 1GF-3LPC-8HPC-2HPT-3LPT A321neo
PW1135G[37] 81 in (206 cm) 12.5:1 35,000 lbf (160 kN) -15% -20 dB -3,600 -55% 1GF-3LPC-8HPC-2HPT-3LPT A321neo
PW1215G 56 in (142 cm) 9:1 15,000 lbf (67 kN) -12% -15 dB -2,700 -50% 1GF-2LPC-8HPC-2HPT-3LPT MRJ70 2017
PW1217G 56 in (142 cm) 9:1 17,000 lbf (76 kN) -12% -15 dB -2,700 -50% 1GF-2LPC-8HPC-2HPT-3LPT MRJ90 2017
PW1428G 81 in (206 cm) 12:1 28,000 lbf (120 kN) -15% -20 dB -3,600 -55% 1GF-3LPC-8HPC-2HPT-3LPT Irkut MC-21-200 2017
PW1431G 81 in (206 cm) 12:1 31,000 lbf (140 kN) -15% -20 dB -3,600 -55% 1GF-3LPC-8HPC-2HPT-3LPT Irkut MC-21-300 2017
PW1519G[38] 73 in (185 cm) 12:1 19,000 lbf (85 kN) -14% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT CSeries CS100
PW1521G[38] 73 in (185 cm) 12:1 21,000 lbf (93 kN) -14% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT CSeries CS100/300
PW1524G[38] 73 in (185 cm) 12:1 23,300 lbf (104 kN) -14% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT CSeries CS100/300 July 2016
PW1525G[38] 73 in (185 cm) 12:1 23,300 lbf (104 kN) -14% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT CSeries CS100/300
PW1715G 56 in (142 cm) 9:1 15,000 lbf (67 kN) -12% -15 dB -2,700 -50% 1GF-2LPC-8HPC-2HPT-3LPT E-Jets E2 175 2018
PW1919G 73 in (185 cm) 12:1 19,000 lbf (85 kN) -15% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT E-Jets E2 190/195 2018
PW1921G 73 in (185 cm) 12:1 21,000 lbf (93 kN) -15% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT E-Jets E2 190/195 2018
PW1922G 73 in (185 cm) 12:1 22,000 lbf (98 kN) -15% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT E-Jets E2 190/195 2018
PW1923G 73 in (185 cm) 12:1 23,000 lbf (100 kN) -15% -20 dB -3,000 -55% 1GF-3LPC-8HPC-2HPT-3LPT E-Jets E2 190/195 2018

See also

Related development
Comparable engines
Related lists

References

  1. ↑ "JetBlue Picks Pratt Over CFM for Engines Valued at $1.03 Billion". Bloomberg. December 15, 2011.
  2. ↑ Spaeth, Andreas (25 January 2016). "Onboard Lufthansa's First Airbus A320neo Flight - Airways Magazine".
  3. ↑ Bill Sweetman and Oliver Sutton (June 1, 1998). "Pratt & Whitney's surprise leap". Interavia. Highbeam Research.
  4. ↑ "Pratt & Whitney's next leap in engine technology". Aerospace Engineering Magazine Online. SAE International. 1998. Top 15 Technology Innovations.
  5. ↑ Robert Luedeman (April 17, 2006). "The Short Life and Untimely Demise of the PW8000". The Dougloid Papers.
  6. ↑ "P&W readies for CSeries "third knob" engine testing". Flight Global. 23 February 2011.
  7. ↑ "Farnborough '08: Pratt & Whitney Launches PurePower Engine Family". Aero-News Network. Jul 14, 2008.
  8. ↑ Peter Coy (October 15, 2015). "The Little Gear That Could Reshape the Jet Engine". Bloomberg.
  9. ↑ "Airbus-owned A340 flies P&W geared turbofan engine". Flight Global. October 14, 2008.
  10. ↑ "Pratt & Whitney geared PW1524G testing underway". Flight Global. October 30, 2010.
  11. ↑ "Transport Canada Certifies Pratt & Whitney PurePower® PW1500G Engine for Bombardier CSeries Aircraft" (Press release). Bombardier. February 13, 2013.
  12. ↑ "IN FOCUS: Pratt completes first flight of PW1100G engine". Flight Global. 3 June 2013.
  13. ↑ "Bombardier's CSeries Aircraft Completes Historic First Flight" (Press release). Bombardier. September 16, 2013.
  14. ↑ "A320neo Completes First Flight". Aviation Week. Sep 25, 2014.
  15. ↑ "FAA Certifies PurePower® Engine for A320neo Aircraft" (Press release). Pratt & Whitney. December 19, 2014.
  16. ↑ "P&W launches engine flight test campaign for new Embraer jets". Flight International. 3 November 2015. p. 12.
  17. ↑ "Airbus Delivers A320neo to Lufthansa". Wall street journal. January 20, 2016.
  18. ↑ "New P&W President Has 'Nothing To Hide' On GTF Starter Issue". Aviation Week. 16 February 2016.
  19. ↑ Thomson Reuters StreetEvents (July 26, 2016). "Edited Transcript of UTX earnings conference call or presentation 26-Jul-16". Yahoo Finance.
  20. ↑ "Airbus: Delivery of P&W 'golden' A320neo engine imminent". Flight Global. 27 July 2016.
  21. ↑ "Pontifications: GTF faces steep learning curve on costs". Leeham News. June 13, 2016.
  22. ↑ "MTU formally opens A320neo engine line". Flight Global. 21 October 2016.
  23. ↑ Guy Norris (Nov 28, 2016). "Pratt Sees Busy Year-End As It Targets GTF Catch-Up". Aviation Week & Space Technology.
  24. ↑ "Bjorn's Corner: Engine architectures". Leeham News. 4 March 2016.
  25. ↑ Jon Ostrower (30 Nov 2010). "Airbus set to launch A320 NEO". flight international.
  26. ↑ "Airbus offers new fuel saving engine options for A320 Family" (Press release). Airbus. 1 December 2010.
  27. ↑ Mary Kirby (13 Apr 2010). "P&W seals deal to begin design on GTF for Russia's MS-21". flight international.
  28. ↑ "PurePower PW1000G Engine". utc.com.
  29. ↑ "PurePower PW1700G & PW1900G Engines" (PDF). Pratt & Whitney.
  30. ↑ Ernest S. Arvai (February 6, 2013). "Embraer Launches E-Jet RE: Assessing the Impact". airinsight.com.
  31. ↑ "Pratt & Whitney Launches Geared Turbofan Engine with Mitsubishi Regional Jet" (Press release). Pratt & Whitney. 9 Oct 2007.
  32. ↑ Stephen Trimble (9 Oct 2007). "Pratt & Whitney Geared Turbofan engine selected to power Mitsubishi Regional Jet". Flight international.
  33. ↑ "Russia will start the production of Sukhoi SuperJet NG in 2019-2020". ruaviation.com. 2 August 2013.
  34. ↑ "Fokker 120 specifications". Rekkof Aircraft.
  35. ↑ "Type Certificate data sheet for PW1100G-JM Series Engines" (PDF). EASA. 23 November 2015.
  36. ↑ "PW1000G". MTU.
  37. ↑ "Pratt & Whitney Unveils Higher Thrust PurePower Engine" (Press release). Pratt & Whitney. 20 May 2014.
  38. 1 2 3 4 "PurePower PW1500G Engine" (PDF). Pratt & Whitney.
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