Pratt & Whitney Canada PW100

The Pratt & Whitney Canada PW100 aircraft engine family is a series of 1800 to 5000 shp turboprops manufactured by Pratt & Whitney Canada. Pratt & Whitney Canada dominates the turboprops 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 2,050 kW in the PW127 to 3,670 kW in the PW150, although the engine was thermodynamically capable of 6,500 –.

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.

Other variants

 * PW119
 * 1,815 shp, no longer in service.


 * PW124
 * 2,400 shp, no longer in service.


 * PW124A
 * No longer in service.


 * PW125
 * No longer in service.


 * PW125A
 * No longer in service.


 * PW127TS
 * 2,500 shp 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 9000 shp 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.

Other applications

 * Bombardier JetTrain
 * Skjold-class corvette