The Pratt & Whitney GTF engine family jointly developed and built by Pratt & Whitney and MTU powers next-generation commercial aircraft. The new engines offer double-digit improvements in fuel burn, pollutant and noise emissions, and operating costs. They feature a reduction gearbox which uncouples the fan from the low-pressure compressor as well as the low-pressure turbine, which drives the fan. This allows the fan to rotate at a lower speed and the low-pressure compressor and turbine much faster. As a result, the fan pressure ratios are lower and the bypass ratios much higher and all components can achieve their respective optimum speeds, which greatly boosts overall efficiency. The engine burns markedly less fuel, is cleaner and less noisy. As compared with its predecessor engines, the geared turbofan lowers fuel consumption and carbon dioxide emissions by around 16 percent each, and the noise footprint of GTF-powered aircraft is reduced by 75 percent. Another advantage: The propulsion system weighs less as it has fewer compressor and turbine stages.
To date, four major aircraft manufacturers have selected the PW1000G to power their latest aircraft. Airbus is offering the PW1000G for the A320neo and the A220. Mitsubishi has chosen the propulsion system as the sole engine choice for its MRJ regional jet. Irkut will equip its MC-21 with the engine. Last, but not least, Embraer has opted for the PW1000G as the exclusive powerplant for its second-generation E-Jets.
Depending on the application, MTU’s stake in the PW1000G varies between 15 and 18 percent. The company is responsible for the high-speed low-pressure turbine and the first four stages of the high-pressure compressor. Moreover, MTU manufactures brush seals and nickel blisks for components of the high-pressure compressor for which it does not have development responsibility. The company will also perform the final assembly of one third of the production PW1100G-JMs to be manufactured for the A320neo.