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Talk:Pratt & Whitney PW1000G

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This is an old revision of this page, as edited by 5.153.122.210 (talk) at 15:37, 5 January 2018 (→‎This article should be split into the different variants.: new section). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

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I find it very unlikely that the PW8000 would have had a two stage fan - unless it was for a military application - does anyone know of any references for this??AlekH (talk) 22:12, 1 July 2008 (UTC)[reply]

It didn't, and I've changed the article accordingly. 86.176.165.110 (talk) 04:25, 16 October 2011 (UTC)[reply]

This engine will be having its fan blade shear testing by the end of the 4th quarter 2008. They have completed preliminary structural tests of the fan casing cowl —Preceding unsigned comment added by 72.209.35.245 (talk) 00:35, 11 November 2008 (UTC)[reply]

the data for fuel consumption, noise, CO2 and NO are relatively useless, tbh if we don't have anything to compare it with. if we are going to say that this engine consumes -15%, we should also say: compared to what? 2620:0:1052:2:1260:4BFF:FE6B:3DD3 (talk) 16:12, 7 April 2014 (UTC)[reply]

Article states 'The first flight test on one of its intended production airframes, the Airbus A320neo, was on 25 September 2014.' but the first flight for the Bombardier CS100, which uses the PW1500G, was on 16 September 2013 - one year earlier (see [1] and [2]). 199.64.6.151 (talk) 15:27, 2 July 2015 (UTC)[reply]

185.3.34.31 (talk) 07:38, 22 May 2016 (UTC) Rotation speed 4.000-5.000 RPM is optimal for 1.4 m diameter fan (PW1200G and PW1700G). Larger fans (2.06 m) should have 3.000-3.500 RPM. See technical data at https://www.easa.europa.eu/system/files/dfu/EASA%20TCDS%20IM.E.093_issue2_20152311_1.0.pdf185.3.34.31 (talk) 07:38, 22 May 2016 (UTC)[reply]

  1. ^ http://www.bombardier.com/en/media-centre/newsList/details.20130830-bombardieraerospacebombardiercseriesaircraftawardedtran.html
  2. ^ http://www.nycaviation.com/2014/05/developing-c-series-flight-tests-hold-engine-failure/

Family description

The table is repetitive and does not explain well the differences between the various engines. A simpler version, something like that below, might help. On all engines the HP spool has an eight-stage compressor and a 2-stage turbine, and the LP turbine has three stages.

Small - 56" fan - 2-stage LPC - bypass ratio 9
PW1200 for MRJ
PW1700 for E-jets E2 175
Medium - 73" fan - 3-stage LPC - bypass ratio 12
PW1500 for C Series
PW1900 for E-jets E2 190/195
Large - 81" fan - 3-stage LPC
PW1100 for A319/320/321 - bypass ratio 12.5
PW1400 for Irkut MC-21 - bypass ratio 12

86.141.61.177 (talk) 12:10, 27 April 2017 (UTC)[reply]

Excellent work on re-arranging the table! You've got the LPC stage numbers back-to-front: the 73/81" fans turn more slowly and need more LPC stages than the 56" fan. Also, the lengths and weights are mudddles - the sources (EASA TCDS) have metric first/then imperial throughout 86.141.61.177 (talk) 16:31, 27 April 2017 (UTC)[reply]

Thanks for the congrats :). It's back to front because the A320neo's PW1100G was the first to be introduced, so 81" fans first, then the Cseries' PW1500G so the 73" fans next, and the 56" fans will be introduced finally (if ever). Feel free to change the units order.--Marc Lacoste (talk) 16:46, 27 April 2017 (UTC)[reply]
Done 86.141.61.177 (talk) 18:48, 27 April 2017 (UTC)[reply]

This article should be split into the different variants.

The PW1000 variants are in different type certificates and hence considered to be "independent" of each other from a regulatory viewpoint. Further there are some substantial differences in between them.

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