The PW150 engine was introduced on 24 April 1995, whenBombardier 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-stagecentrifugal compressor to a three-stageaxial compressor, and the turbine modified to have improved cooling. The power rating was increased from 2,750 shaft horsepower (2,050 kilowatts) in the PW127 to 4,920 shp (3,670 kW) in the PW150, although the engine was thermodynamically capable of 6,500–7,500 shp (4,800–5,600 kW).[5]
At the 2021Dubai 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.[6] The engine series will premiere as the standard powerplant on all newATR 42 andATR 72 aircraft, with a launch order fromAir 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.[7]
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 LPturbine, supercharges acontra-rotating centrifugal high-pressure (HP) impeller, driven by a single-stage HP turbine. Power is delivered to the offset propellerreduction gearbox through a third shaft, connected to a two-stagefree (power) turbine. The gearbox has two stages, yielding a reduction ratio between 15.4 and 17.16. The first stage usesdouble helical gears, followed by a second stage with straightspur gears.[8]
Pratt & Whitney Canada PW123, from right to left: propeller mount, gearbox, air intake below, accessories surrounding the compressor, combustor, turbine and exhaust
^Is capable of up to 7,000 shp (5,200 kW). Has a 3 stage axial low pressure compressor instead of the centrifugal NL unit on other variants. On the Q400, it sports a larger, six-bladed 13.5 ft (4.1 m) Dowty R408 propeller that spins at slower rates of 1,020rpm at takeoff, 900 rpm at climb and 850 rpm at cruise.[13]
2,500 shp (1,900 kW) turboshaft version that powered the first 2 prototypes of theMil Mi-38 helicopter[16] and was to be used on the Mi-38-1 variant.[17]
Proposed powerplant for theAirbus A400M.[22] Two PW150-based engines would be used to drive a single propeller.[23] The powerplant was eliminated from contention by Airbus in early June 1999, since it was short of providing the 9,000 shp (6,700 kW) required to drive the eight-bladed propeller at the time, and its specific fuel consumption (SFC) was excessive.[24]
PW150B
Proposed powerplant for theShaanxi Y-8F-600.[25] Abandoned in December 2008 when the United States government barred a U.S.-based subcontractor from exporting the engine control software for the PW150B.[26]
PW150C
Proposed powerplant for theXian MA700.[27] Includes a third-stage power turbine, larger-diameter propellers, modifiedreduction gearbox, and optimized low-pressure compressor.[28] Has higher thrust, higher speed, and extended range compared to the PW150A. Blocked from an export license by the Canadian government in 2020,[29] because of the Chinese government's retaliatory detention of Canadian citizens (the "two Michaels") starting in 2018.[30]
ST18M
Marine application for the PW100.
ST40
PW150 derivative adapted for theBombardier JetTrain, which was proposed for use in high-speed train travel in North America.[31]
^abcHosking, E.; Kenny, D. P.; McCormick, R. I.; Moustapha, S. H.; Sampath, P.; Smailys, A. A. (11–15 May 1998).The PW100 engine: 20 years of gas turbine technology evolution. Design principles and methods for aircraft gas turbine engines. pp. 4–1 to 4–9.CiteSeerX10.1.1.600.8607.ISBN9789283700050.OCLC300373932.
^abCook, David L. (16–19 April 1985).Development of the PW100 turboprop engines. General Aviation Aircraft Meeting and Exposition.SAE Transactions. Vol. 94, no. 4. pp. 4.740 –4.746.doi:10.4271/850909.ISSN0096-736X.JSTOR44729718.
^Type certificate data sheet (Report). Vol. E-19 (51st ed.). Transport Canada. 28 August 2023. Canadian type certificate for PW118–PW127.
