PW1100G GTF
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Technical Specifications
- Thrust
- 147.0 kN (33000 lbf)
- Bypass Ratio
- 12.5:1
- Fan Diameter
- 2.061 m
- Pressure Ratio
- 42.0:1
- SFC
- 0.2630 lb/lbf·h
- Dry Weight
- 2857 kg
- Length
- 3.229 m
- First Run
- 2013
- In Service
- 2016
Overview
The Pratt & Whitney PW1100G Geared TurboFan (GTF) is the first production geared turbofan engine for a major commercial narrowbody aircraft. At its core is a reduction gearbox positioned between the fan and the low-pressure compressor, allowing the large-diameter fan to spin at approximately half the speed of the turbine that drives it. This decoupling enables both components to operate at their aerodynamically ideal rotational speeds simultaneously — a feat impossible in a conventional direct-drive architecture.
The result is a bypass ratio of 12.5:1, substantially higher than the 6:1 ratio typical of earlier narrowbody engines, delivering approximately 16 percent better fuel efficiency than the CFM56 engines it replaces on the Airbus A320 family. The engine competes directly with the CFM LEAP-1A on the A320neo (New Engine Option) platform, giving airlines a choice of powerplants on the re-engined narrowbody.
Technical Specifications
| Specification | Value |
|---|---|
| Thrust (max) | 147 kN / 33,000 lbf |
| Bypass ratio | 12.5:1 |
| Fan diameter | 2.061 m (81.1 in) |
| Overall pressure ratio | 42:1 |
| Dry weight | 2,857 kg |
| Length | 3.229 m |
| SFC (cruise) | 0.2630 lb/(lbf·h) |
| First run | 2013 |
| In service | 2016 |
Variants
- PW1124G: Lower-thrust variant at 24,000 lbf for the A319neo.
- PW1127G/PW1127GA: Primary variant for the A320neo at 27,000 lbf, the most widely ordered rating in the family.
- PW1133G: Higher-thrust variant at 33,000 lbf for the A321neo and A321XLR, supporting the heavier and longer-range aircraft.
Aircraft Applications
Development History
Pratt & Whitney had been developing geared turbofan technology since the 1990s in collaboration with MTU Aero Engines and others. The PW1100G programme formally launched around 2008 when Airbus selected it as one of two engine options for the A320neo. First engine run occurred in 2013 and FAA certification was achieved in December 2015. Lufthansa placed the engine into commercial service in January 2016 on its A320neo fleet. Early service revealed unexpected durability problems in the combustor liners and high-pressure turbine hardware, leading to mandatory inspections and some aircraft groundings in 2023 when powdered metal contamination in engine components was identified. Pratt & Whitney initiated a multi-year fleet inspection and remediation campaign that affected hundreds of aircraft globally. Despite these challenges, the PW1100G's fuel and noise performance advantages remain intact, and production has continued at high rates.