The Pratt & Whitney Canada PW800 is a series of turbofan engines in the 10,000–20,000 lbf (44–89 kN) thrust class, manufactured by Pratt & Whitney Canada. Intended for the regional jet and business jet market, the gear-less PW800 shares a common core with the larger, geared PW1000G. The first variants were certified on February 15, 2015, to power the new Gulfstream G500/G600. After that it has been certified also for the Dassault Falcon 6X in 2021.
Development
The development of the PW800 stretches back to demonstration projects in 1999, soon after the development of the PW600 very light engine and the PW300 business jet engine.[1] After the Advanced Technology Fan Integrator demonstrator first ran on March 17, 2001, which became the PW1000G, Pratt & Whitney Canada was searching for a launch customer for the initially geared PW800, in the 10,000–19,000 lbf (44–85 kN) thrust range, bridging the gap between P&WC's PW300 and P&W's PW6000, intended for the regional- and business-jet engine market.[2]
The PW800 core was to be the basis for the Pratt & Whitney Canada PW180, a 12,000 shaft horsepower (8,900 kilowatts) turboprop engine proposed for the Airbus A400M Atlas.[3] However the Europrop TP400 was selected instead.[4]
In 2008, the PW810 variant was announced as the engine for the Cessna Citation Columbus business jet with an anticipated first flight of 2011.[6] However Cessna canceled the program in 2009, which halted the PW810 program, but Pratt & Whitney continued the PW800 series development.[7]
Pratt & Whitney announced that the core high pressure spool with eight compressor and two turbine stages should start testing before the end of 2009.[8] In December 2009, PWC announced that the core testing had begun.[9] It made its first run in April 2012 and first flew in April 2013.[10]
On May 18, 2015, the Gulfstream G500 took its first flight using the PW814A engine after the PW800 engine family has surpassed 3,600 hours of full engine testing, including rigorous endurance testing that simulates a multitude of aircraft missions and environments, and more than 470 hours on P&WC's 747 Flying Test Bed.[13]
The United States Federal Aviation Administration validated the PW814GA and PW815GA type certificate on February 24, 2017.[14][15]
In May 2017, 13,000h of testing were completed, including 3,500h in flight.[16]
In October this rose to 16,600 hours and 16,800 cycles, the first shop visit is scheduled at 10,000 hours and it needs 20% fewer inspections and 40% lower on-wing maintenance than its competitors[17]
In September 2018, the first Gulfstream G500 was delivered with the 14,000 lbf (62.3 kN) PW814.
The Gulfstream G600 should be first delivered in June 2019, powered by the 15,000 lbf (67 kN) PW815.[18]
PW812 for the Falcon 6X
The 12,000–13,000 lbf (53–58 kN) PW812D variant was selected for the Dassault Falcon 6X, replacing the cancelled 5X after troubles with its Safran Silvercrest engines, expecting a 2022 service entry.
By May 2019, five test engines were tested over 1,000 h, including bird strikes, ice issues and blade off testing.[18]
By December 2021, a type certificate was issued by Transport Canada after more than 4,900h of testing, including more than 1,150h of flight testing, to allow the 6X to enter service on schedule in late 2022.[19]
Design
The PW800 was originally going to be a geared turbofan like the PW1000G.[20] While the PW814/PW815 shares the core of the PW1500G (powering the Airbus A220) and the PW812D shares the core of the PW1200G (powering the Mitsubishi MRJ),[18] neither model ultimately incorporated the reduction gear system.[21]
MTU Aero Engines has a 15% share in the program, developing and producing various stage of the high-pressure compressor and the low-pressure turbine.[23]
^Fricker, John; Tuttle, Rich (8 May 2003). "Profit margins in A400M engine program will be thin, official says". Aerospace Daily. Vol. 206, no. 28. p. 5. ISSN0193-4546.
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