The Pratt & Whitney Canada PW100 aircraft engine family is a series of 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.

Development The engine was first introduced as a technology demonstrator in 1977. The PW100 was first tested in March 1981, made its initial flight in February 1982 on a Vickers Viscount testbed aircraft, and then entered service in December 1984 on a Dash 8 regional aircraft for NorOntair.

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 in the PW127 to in the PW150, although the engine was thermodynamically capable of .

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. 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.

Design 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.

Variants

The last two digits of each variant model number represent the nominal power at takeoff, in hundreds of horsepower.

+ Certified variants Canadian type certificate for PW118–PW127. Variant Certification Rating Notes PW115 1983-12 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) 2023-08-28 2,619 eshp (1,953 kW) Developed for use on STOL (short takeoff and landing) aircraft 2022-08-25 2,621 eshp (1,954 kW) Used in the ATR 72-600s. 2023-06-22 2,621 eshp (1,954 kW) PW150A 1998-06-24 5,492 eshp (4,095 kW) Canadian type certificate for PW150. For the Q400 and An-132.

Other variants PW119 , no longer in service. PW124 , no longer in service. PW124A No longer in service. PW125 No longer in service. PW125A No longer in service. PW127TS turboshaft version that powered the first 2 prototypes of the Mil Mi-38 helicopter and was to be used on the Mi-38-1 variant. PW127XT-S Selected to power the Deutsche Aircraft D328eco in June 2022. PW130 Unsuccessfully offered for the Saab 2000 and IPTN N-250 aircraft. Proposed for the unbuilt Fokker 50-400 aircraft. PW150 Twin Pack Proposed powerplant for the Airbus A400M. Two PW150-based engines would be used to drive a single propeller. The powerplant was eliminated from contention by Airbus in early June 1999, since it was short of providing the required to drive the eight-bladed propeller at the time, and its specific fuel consumption (SFC) was excessive. PW150B Proposed powerplant for the Shaanxi Y-8F-600. Abandoned in December 2008 when the United States government barred a U.S.-based subcontractor from exporting the engine control software for the PW150B. PW150C Proposed powerplant for the Xian MA700. Includes a third-stage power turbine, larger-diameter propellers, modified reduction gearbox, and optimized low-pressure compressor. Has higher thrust, higher speed, and extended range compared to the PW150A. Blocked from an export license by the Canadian government in 2020, because of the Chinese government's retaliatory detention of Canadian citizens (the "two Michaels") starting in 2018. 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. ST40M Marine application for the PW150A.

Applications

Aircraft

Application Variant Antonov An-132D PW150A Antonov An-140 PW127A ATR 42-300/320/400 PW120/PW121 ATR 42-500/600/600 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

Other applications Bombardier JetTrain Skjold-class corvette

Specifications + PW100/150 Series Series Thermo.Power Mech.Power Prop.max. RPM BSFC Dryweight Height Width Length Application PW118 1,300 Embraer EMB-120 PW120 1,200 ATR 42-300/320Dash 8-100 PW123/124 1,200 Dash 8-200/300Canadair CL-215T/CL-415 PW127 1,200 An-140, ATR 42-400/500/600, ATR 72-210/500/600CASA C-295, Il-114-100, Xian MA60 PW150 1,020 Dash 8-400

See also

References

Bibliography

External links