Bob Saia, vice president of the Next Generation Product Family, provides an additional level of detail. According to Saia, the PW1000G has the “latest generation FADEC” engine control and typical cockpit controls and operating displays. The engines are “top mounted with a high level of integration between the engine, the nacelle system, and the aircraft. This resulted in fewer parts and easier maintenance. The nacelle system is designed for quick access during line maintenance activity. The bypass ducts and cowl also have separate side openings to minimize overall line maintenance time. The oil filter is mounted on the engine core and the location of the oil servicing port is to be determined by the airframe OEM.” Saia indicates that “there are no special service requirements for the engine and P&W has incorporated advanced diagnostics and health monitoring features in the electronic control which will eliminate several of the traditional engine servicing tasks. The FDGS design had been proven and has demonstrated a high level of reliability.”
There are no special maintenance requirements for the FDGS. It has only seven moving parts which are not life-limited. How’s that for simplicity. It is “lubricated with engine oil, has no special vibration monitoring requirements, and has a standard compartment chip detector. The inspection requirements for the FDGS are similar to those the accessory gearbox gets during a major engine overhaul shop visit.” The accessory gearbox had a complete makeover, a simpler design, containing fewer parts, and a cleaner look. The gearbox is core mounted, its components are modular, share functions, and are located close to the modules they control. The core engine mount reduces the number of wire bundles, tubes, and connectors which facilitates accessibility and reduces the overall maintenance effort.
“This engine does not require any special equipment to transport, mount, overhaul, or test. It is a highly efficient 17-stage modular engine. The modules are: fan, fan case, a three-stage LPC, intermediate case, an eight-stage HPC, diffuser and combustor, a two-stage HPT, mid turbine frame, a three-stage LPT, and TEC. The reduced number of stages means a huge reduction in the number of blades and vanes. The engine is initially disassembled horizontally then depending on the bill of work can be worked horizontal or vertical. There are eight major assembly flanges that facilitate more efficient bills of work and reduce time spent in overhaul. Maintenance and shop manuals will be available online, on CD-ROM or in hardcopy depending on the customer’s need.”
Customer acceptance and recognition
It appears that aircraft operators have readily accepted the innovations that the PW1000G represents. Currently “there are more than 2,000 PurePower engines on order, including options, by customers around the world.” The engine has been selected for the Mitsubishi Regional Jet (MRJ), the Bombardier C-Series, and Irkut MC-21 aircraft. Airbus announced it will offer the PW1100G-JM engine as an option for the A320 neo family of aircraft. Once these engines are in operation the owners and operators must maintain these engines to OEM specifications.
The PW1000G engine was recognized by Popular Science magazine with a 2009 “Best of What’s New Award,” a “2009 Aviation Week Laureate Award for outstanding achievement in Aeronautics and Propulsion,” and the “2008 Technology Breakthrough Award from the China Aviation Association and AVIC Science and Technology department.” In November, TIME magazine named the PW1000G engine as one of “The 50 Best Inventions of 2011,” describing it as “the most important development in aviation in 2011.”
The PW1000G was also one of the six green inventions honored because test data suggests that it “can cut carbon emissions by more than 3,000 metric tons and NOx exhaust gases 50 percent below CAEP/6 (Committee on Aviation Environmental Protection).” P&W states that the “PW1000G can achieve a 50 to 75 percent reduction in operating noise.” After years of living a stone’s throw from DFW’s west runways, I feel that many local residents will rejoice when they hear the news about noise reduction. For other airports and operators this translates to “efficient aircraft flight paths, extended curfew operation, and quieter crew and passenger cabins.” For operators and AMTs this means fewer restrictions on test cell operations and flight line trim runs, and could equate to a savings of about “$1,000,000 per aircraft per year.”
Benefits of innovation
The innovative PW1000G engine addresses “the whole picture —fuel, emissions, noise, and maintenance to give their customers the lowest operating cost with architectural simplicity and low risk.” The improvements in fuel economy, lower emissions, and engine noise are substantial and quite timely considering that the beleaguered aviation industry is coming under increasing scrutiny due to global pollution and subsequent environmental changes. These improvements will provide immediate benefits to the environment, engine and aircraft operators, and the general public. To Pratt & Whitney, the innovator — thanks for a job well done. AMT
MTU Aero Engines, based in Munich, Germany, and Pratt & Whitney are working closely to develop new, scalable common engine core technology for the 90 to 200 passenger commercial and military markets.
Pratt & Whitney has completed more than 100 hours of testing successfully validating performance goals of its new generation of commercial jet engines.
Completion clears the way for detailed design of the production PurePower PW1000G engine for the Mitsubishi Regional Jet and the Bombardier CSeries.
Engine targets double-digit reductions in fuel burn, environmental emissions, engine noise, and operating costs.