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Pratt & Whitney PW1000G Pratt & Whitney PW1000G From Wikipedia, the free encyclopedia 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 PW1000G 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 first engines are planned to begin commercial use before the end of 2015.[1] Contents 1 Design 2 Development 3 Applications 4 Specifications 4.1 General characteristics Type Geared turbofan National origin United States 4.2 Components Manufacturer Pratt & Whitney 4.3 Performance First run 2008 Major applications Airbus A320neo 5 See also Bombardier CSeries 6 References Embraer E-Jets E2 Irkut MC-21 7 External links Mitsubishi Regional Jet 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.[2] Development 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 MTU Aero Engines of Germany. The German company provides the high-speed low-pressure turbine and various stages of the high-pressure compressor. 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 10% to 15% more fuel efficient than current engines used on regional jets and single-aisle jets, as well as being up to 75% quieter.[8] [1] The engine was tested on the Pratt & Whitney Boeing 747SP,[8] and the second phase of flight testing for the PW1000G was conducted on an Airbus A340-600. The testbed aircraft, with the engine in the number two pylon position, flew for the first time in Toulouse on October 14, 2008.[9] The PW1100G was first tested on the 747SP in 2013.[10] Testing of the PW1524G model began in October 2010.[11] The PW1500G engine successfully achieved Transport Canada type certification on February 20, 2013.[12] The PW1100G engine successfully achieved FAA type certification on December 19, 2014.[13] The first flight test on one of its intended production airframes, the Bombardier CS100, was on September 16, 2013.[14] The first flight of the Airbus A320neo followed on September 25, 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] The first delivery to a commercial operator occurred on January 20, 2016.[17] The first A320neo was delivered to Lufthansa 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] Applications Airbus A320neo: PW1100G[19][20] Irkut MC-21: PW1400G[21] Bombardier CSeries: PW1500G[22] Embraer E-Jet E2 family : PW1700G & PW1900G [23][24] Mitsubishi Regional Jet: PW1200G[25][26] Sukhoi Superjet 130[27] Rekkof Aircraft F-120NG: PW1x17G[28] Specifications Data from PW1100G Type Certificate[29] General characteristics Type: Geared Turbofan Length: 133.898 in (3,401 mm) fan spinner face to aft flange Diameter: 87.566 in (2,224 mm) fan case Dry weight: 6300 lb (2857.6 kg) Components Compressor: Axial flow,1-stage geared fan, 2-3 stage LP, 8 stage HP Combustors: Annular combustion chamber Turbine: Axial flow, 2-stage HP, 3-stage LP Performance Maximum thrust: 24,240–33,110 lbf (107.8–147.3 kN) max takeoff Thrust-to-weight ratio: 3.85 - 5.26 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[30] Fan Bypass Static Fuel Noise CO NO (margin to Service Model 2 Stages Application Diameter ratio Thrust cons. (St.4) (t/ac/yr) CAEP 6) entry 81 in 24,000 lbf 1GF-3LPC-8HPC- PW1124G 12.5:1 -15% -20 dB -3,600 -55% A319neo (210 cm) (110 kN) 2HPT-3LPT 81 in 27,000 lbf 1GF-3LPC-8HPC- January PW1127G 12.5:1 -15% -20 dB -3,600 -55% A320neo (210 cm) (120 kN) 2HPT-3LPT 2016 81 in 33,000 lbf 1GF-3LPC-8HPC- PW1133G 12.5:1 -15% -20 dB -3,600 -55% A321neo (210 cm) (150 kN) 2HPT-3LPT 81 in 35,000 lbf 1GF-3LPC-8HPC- [31] 12.5:1 -15% -20 dB -3,600 -55% A321neo PW1135G (210 cm) (160 kN) 2HPT-3LPT 56 in 15,000 lbf 1GF-2LPC-8HPC- PW1215G 9:1 -12% -15 dB -2,700 -50% MRJ70 2017 (140 cm) (67 kN) 2HPT-3LPT 56 in 17,000 lbf 1GF-2LPC-8HPC- PW1217G 9:1 -12% -15 dB -2,700 -50% MRJ90 2017 (140 cm) (76 kN) 2HPT-3LPT 81 in 28,000 lbf 1GF-3LPC-8HPC- Irkut MC-21- PW1428G 12:1 -15% -20 dB -3,600 -55% 2017 (210 cm) (120 kN) 2HPT-3LPT 200 81 in 31,000 lbf 1GF-3LPC-8HPC- Irkut MC-21- PW1431G 12:1 -15% -20 dB -3,600 -55% 2017 (210 cm) (140 kN) 2HPT-3LPT 300 73 in 19,000 lbf 1GF-3LPC-8HPC- CSeries 2nd quarter PW1519G 12:1 -14% -20 dB -3,000 -55% (190 cm) (85 kN) 2HPT-3LPT CS100 2016 73 in 21,000 lbf 1GF-3LPC-8HPC- CSeries 2nd quarter PW1521G 12:1 -14% -20 dB -3,000 -55% (190 cm) (93 kN) 2HPT-3LPT CS100/300 2016 73 in 23,300 lbf 1GF-3LPC-8HPC- CSeries 2nd quarter PW1524G 12:1 -14% -20 dB -3,000 -55% (190 cm) (104 kN) 2HPT-3LPT CS300 2016 56 in 15,000 lbf 1GF-2LPC-8HPC- PW1715G 9:1 -12% -15 dB -2,700 -50% E-Jets E2 175 2018 (140 cm) (67 kN) 2HPT-3LPT 73 in 19,000 lbf 1GF-3LPC-8HPC- E-Jets E2 PW1919G 12:1 -15% -20 dB -3,000 -55% 2018 (190 cm) (85 kN) 2HPT-3LPT 190/195 73 in 21,000 lbf 1GF-3LPC-8HPC- E-Jets E2 PW1921G 12:1 -15% -20 dB -3,000 -55% 2018 (190 cm) (93 kN) 2HPT-3LPT 190/195 73 in 22,000 lbf 1GF-3LPC-8HPC- E-Jets E2 PW1922G 12:1 -15% -20 dB -3,000 -55% 2018 (190 cm) (98 kN) 2HPT-3LPT 190/195 73 in 23,000 lbf 1GF-3LPC-8HPC- E-Jets E2 PW1923G 12:1 -15% -20 dB -3,000 -55% 2018 (190 cm) (100 kN) 2HPT-3LPT 190/195 See also General Electric GE36 Pratt & Whitney/Allison 578-DX Related development Pratt & Whitney Canada PW800 Comparable engines Aviadvigatel PD-14 CFM International LEAP ACAE CJ-1000A Garrett TFE731 Honeywell ALF 502/LF 507 IAE SuperFan Turbomeca Aspin/Astafan Related lists List of aircraft engines References 1. Coy, Peter. "The Little Gear That Could Reshape the Jet Engine". Bloomberg.com. Retrieved 2015-10-21. 2. "Bjorn’s Corner: Engine architectures". Leeham News. 4 March 2016. 3. "Pratt & Whitney's surprise leap. (starts design of PW8000 engine)(Turf Wars in the 10t Engine Market)(Cover Story)". highbeam.com. 4. "SAE International -- mobility engineering". sae.org. 5. "The Dougloid Papers". cornponepapers.blogspot.com. 6. "P&W readies for CSeries "third knob" engine testing". Retrieved 2011-02-27. 7. "P&W launches geared turbofan plane engine". The Gazette. 2008-07-14. Retrieved 2008-07-14. 8. Garvey, William. Pratt Gears Up for PW1000G (http://www.aviationweek.com/aw/video/?fr_story=865e38f6daaeced152bb458b6a697aad466f6966&rf=bm) Aviation Week.
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