Pratt & Whitney PW1000G
|National origin||United States|
|Manufacturer||Pratt & Whitney|
|Major applications||Airbus A320neo family
Embraer E-Jets E2
Mitsubishi Regional Jet
|Unit cost||$12 million|
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 first engines are planned to begin commercial use before the end of 2015.
Pratt & Whitney first attempted to build a geared turbofan starting around 1998, with the PW8000. This essentially was an upgrade of the existing PW6000 that replaced the fan section with a gearing system and new single-stage fan. After several years of development the PW8000 essentially disappeared. 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. 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. 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. At the start of its production in 2016, each GTF was costing PW $10m to build, less than for what they are sold, but should become less than $2m per engine.
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.
The engine was tested on the Pratt & Whitney Boeing 747SP, and the second phase of flight testing for the PW1000G was conducted on an Airbus A340-600. The tested aircraft, with the engine in the number two pylon position, flew for the first time in Toulouse on October 14, 2008. The PW1100G was first tested on the 747SP in 2013.
The PW1100G engine successfully achieved FAA type certification on December 19, 2014.
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.
The first delivery to a commercial operator occurred on January 20, 2016. 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".
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 the following week (the week starting 2016-08-01). 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's in the rearview mirror", and also that "[t]he start time with the software drops have been pretty well addressed".
- Airbus A320neo: PW1100G
- Irkut MC-21: PW1400G
- Bombardier CSeries: PW1500G
- Embraer E-Jet E2 family : PW1700G & PW1900G 
- Mitsubishi Regional Jet: PW1200G
- Sukhoi Superjet 130
- Rekkof Aircraft F-120NG: PW1x17G
Data from PW1100G Type Certificate
- 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)
- 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
|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)|
|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 (210 cm)||12.5:1||24,000 lbf (110 kN)||-15%||-20 dB||-3,600||-55%||1GF-3LPC-8HPC-2HPT-3LPT||A319neo|
|PW1127G||81 in (210 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 (210 cm)||12.5:1||33,000 lbf (150 kN)||-15%||-20 dB||-3,600||-55%||1GF-3LPC-8HPC-2HPT-3LPT||A321neo|
|PW1135G||81 in (210 cm)||12.5:1||35,000 lbf (160 kN)||-15%||-20 dB||-3,600||-55%||1GF-3LPC-8HPC-2HPT-3LPT||A321neo|
|PW1215G||56 in (140 cm)||9:1||15,000 lbf (67 kN)||-12%||-15 dB||-2,700||-50%||1GF-2LPC-8HPC-2HPT-3LPT||MRJ70||2017|
|PW1217G||56 in (140 cm)||9:1||17,000 lbf (76 kN)||-12%||-15 dB||-2,700||-50%||1GF-2LPC-8HPC-2HPT-3LPT||MRJ90||2017|
|PW1428G||81 in (210 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 (210 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||73 in (190 cm)||12:1||19,000 lbf (85 kN)||-14%||-20 dB||-3,000||-55%||1GF-3LPC-8HPC-2HPT-3LPT||CSeries CS100|
|PW1521G||73 in (190 cm)||12:1||21,000 lbf (93 kN)||-14%||-20 dB||-3,000||-55%||1GF-3LPC-8HPC-2HPT-3LPT||CSeries CS100/300|
|PW1524G||73 in (190 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||73 in (190 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 (140 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 (190 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 (190 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 (190 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 (190 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|
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- Related lists
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