PW500

Pilot Briefing
Notes
PRATT & WHITNEY CANADA
TURBOFANS
Information contained in this publication is subject to change without notice.
Contents......................................................................1

Foreword.....................................................................2

Background.................................................................3

PW500 General...........................................................4

C ontents
Principles of Operation................................................5

Air System...................................................................6

Fuel System.................................................................8

Oil System...................................................................9

Tower Shaft...............................................................10

Accessory Gearbox................................................... 11

Evolution Of The PW500...........................................12

Power Setting............................................................16

Power Management..................................................17

Safety Features.........................................................18

Typical PW500 Engine Instrumentation.....................20

PW500 Design Benefit..............................................21

Typical Operating Procedures....................................22

Inspections................................................................24

Customer Support.....................................................26

1
 This booklet is intended to provide pilots and anyone else
with introductory information on PW500 engines. It is NOT a
supplement or replacement for PW500 technical publications
or the approved pilot's operating manuals for specific aircraft
installations.
Fore word

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 PW500

B ac kg roun d
The PW500 turbofan engine was created, designed
and developed by Pratt & Whitney Canada (P&WC). As
a subsidiary of United Technologies Corporation of East
Hartford, Connecticut, P&WC has maintained the Pratt &
Whitney tradition of dependability.
In developing the PW500, P&WC drew on more than 20 years
of experience in the turbofan market with the highly successful
JT15D. The result is the creation of a new high by-pass ratio
engine that is set to lead the 2800 – 4700 lb. thrust class.

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 The PW500 is a light weight, high by-pass ratio turbofan
engine. One assembly consists of the low pressure axial
compressor including fan and boost stages (fan stage only
PW530A) which are driven by the low pressure turbine
P W 5 0 0 G en er a l

(PW530A, PW535's 2 stages, PW545's 3 stages). The other

assembly consists of a high pressure compressor (2 stage
axial and a single centrifugal impeller) which is driven by a
single stage high pressure turbine. The two rotors are not
mechanically connected and rotate at different speeds and in
opposite direction.
The PW500 engine family currently consists of five certified
engines including the PW530A, PW535A, PW535B, PW545A,
PW545B. These engines all have corporate and business
applications.

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4
 Air is drawn into the engine by the Fan, part of the air then
enters the core of the engine and the remainder is diverted
into the by-pass duct which surrounds the engine. Air going
into the engine core passes through an anti-iced stator and
intercompressor duct into the high pressure compressor. For

Pri n c ipl es of
PW535 and PW545 series engines, the core air also passes
through a single stage boost compressor before entering

O p er ati on
the high-pressure compressor. A single bleed valve allows
high pressure air from between the second axial stage and
centrifugal stage to be bled into the by-pass duct to prevent
surge. A small amount of high pressure air is extracted from the
impeller to provide engine cooling and bearing cavity sealing.
Air from the high-pressure compressor exits via bolt-on diffuser
pipes, and enter the combustion chamber liner where it is
mixed with fuel that is injected into the combustion chamber
by 11 hybrid fuel nozzles. During starting, the air/fuel mixture
is ignited by two (2) igniters that protrude into the combustion
chamber liner. The resultant gases expand from the combustion
chamber, reverse direction and pass through the HP turbine, to
provide work force to the HP compressor, and then through the
LP turbines to provide work force to the LP compressor. The hot
gases exit the LP turbine through the exhaust case and forced
mixer where the hot gases and cold by-pass air are mixed to
provide forward thrust. The forced mixer also helps to reduce
exhaust noise and improve performance.

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 The primary air system provides thrust to the engine. ­­Air
entering the engine goes through the fan (low-pressure
compressor) and is then split between the bypass and the high-
pressure compressor intake. In the PW535 and PW545 series
engines an LP boost stage is added before the HP compressor
stage. Following that stage, air is then propelled through the
Ai r System

combustor, heated and projected at high speed through the

high and low turbine stages. It is finally mixed with the air
passing in the bypass to reduce the noise.

LOW COMPRESSOR FAN HIGH COMPRESSOR BYPASS DUCT COMBUSTION LOW

CHAMBER TURBINES

ACCESSORY HIGH
GEARBOX TURBINE

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 The secondary air system supplies compressed air
throughout the engine for accessory function purposes.
In particular, it allows anti-icing of the core section. It also
provides cooling air to hot parts such as the turbine stages and
pressurizes internal air seals.
A bleed valve is used to exhaust high compressor air into
the bypass flow to stabilize the air flow through the high
compressor therefore allowing a surge free operation of the
engine, throughout various operating conditions.

P3 Air
P2.8 Air
Bearing Cavity
Pressure

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 There are three types of fuel system used on PW500 series
engines. The PW530A and PW535A have hydromechanical
fuel control system. For the PW545A and B models a single
channel electronic control systems with hydromechanical
backup is used. The latest PW500 series engine, the
PW535B has a two channel Full Authority Digital Engine
Fu el System

Control (FADEC) System with (FADEC) fuel controls. In this

configuration flow divider and fuel shut-off mechanism have
been made integral to the fuel control.
The main components of the fuel system are the fuel pump,
fuel control unit, flow divider, fuel manifold, fuel nozzles and
emergency fuel shut-off mechanism. The engine driven, two
stage, fuel pump is integral with the FCU. Interstage filtering is
provided by a separately mounted filter.
High-pressure fuel is supplied to the fuel control which meters
the fuel to the flow divider and interfaces with the engine
mounted fuel/oil heat exchanger and airframe motive flow
system.
The flow divider valve splits metered fuel flow between the
primary and secondary manifolds to the fuel nozzles and
acts as a dump valve to drain the manifolds during engine
shutdown.
The fuel control system interfaces with a fuel shut-off
mechanism and will be activated in the event of a decoupling of
the low-pressure turbines from the LP shaft assembly.

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 The engine lubrication system consists of a pressure and
scavenge system as well as a secondary air system.
The pressure system is a flow-regulated system designed to
supply oil to satisfy the lubricating requirements throughout the
engine operating range. Having first flowed past a magnetic
chip collector, oil is supplied from the oil tank, which is integral

O i l System
with the intermediate case, to the pressure pump. The oil
is then circulated through the engine oil filter and fuel/oil heat
exchanger before being distributed throughout the engine.
Calibrated oil nozzles deliver the necessary oil quantity to the
various bearings, gear meshes and splines. Oil temperature
during normal operating conditions is between 10°C-121°C.
However a minimum oil temperature of -40°C is acceptable at
engine starting and idling.
The scavenge system returns oil to the tank either directly, by
means of a combination of blow down and dedicated pumps,
or indirectly via the accessory gearbox dedicated pump.

11 US gal. of synthetic turbine oil weight about

8lb. As per the PW Aeronautical Vest-Pocket
9 Handbook.
 The accessory gearbox drive shaft of the PW500 engine
is composed of an upper and a lower bevel gear, joined
together by a coupling shaft via a spline arrangement at both
ends. The upper bevel gear is located near #3 bearing in the
intermediate case and meshes with the high-pressure rotor.
The lower bevel gear is installed in the accessory gearbox
Tower Shaft

portion of the intermediate case and meshes with the starter

generator gear.
This drive shaft has a double function. First, it allows the starter
motor to turn the high-pressure rotor during start sequence.
Second, it allows the high-pressure rotor to provide rotating
power to the accessory gearbox during normal engine run.

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 The accessory gearbox, located within the intermediate
case, is used to provide mechanical rotational input to

Ac c ess or y G e arb ox
components such as the integral fuel pump, oil pumps,
hydraulic pump, impeller breather and the starter/generator.
It also supplies attachment for installation of the oil/fuel heat
exchanger and the chip collector. The air/oil separator is an
integral part of the starter/generator gearshaft and separates
air from oil, throwing the oil radially into the AGB while clean air
is expelled overboard via the breather port.

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Evoluti on of t he

PW500

PW530A FEATURES:
LP compressor assembly
• Thrust rating 3120 lbs
• A 23" integrally bladed rotor (IBR) fan
– Reduced weight
– Increased low cycle fatigue life
– Enhanced FOD resistance
– Fan Case with Abradable surface
Fuel control unit
• Advanced hydromechanical control
• Electronically controlled Bleed Valve

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Common core
• 2 axial + 1 centrifugal stage compressor
– BR design for axial components
• Proven P&WC reverse flow combustor
– Minimises engine length
• Cooled HP vane assembly
• Un-cooled HP blades
LP turbine assembly
• Two stage turbine
• Forced mixer
– Optimised performance
• Low pressure turbine module components designed,
developed and produced by MTU-Müchen
Accessory drives
• Provision for starter/generator
• Provision for hydraulic pump

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Evoluti on of t he

PW500

PW535A FEATURES:
(in addition to PW530A Features)
• Thrust rating 3841 lbs.
• Fan diameter increased to 23.1”
– IBR wide-chord design
• Addition of IBR Boost stage
• LP turb module designed developed and
produced by P&WC
• Provision for alternator drive

PW535B FEATURES:
(in addition to above)
• Thrust rating as per PW535A
• Two channel Full Authority Digital Engine Control System
• Effusion Cooled Combustor Technology

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PW545A FEATURES:
(In addition to PW530A and PW535A Features)
• Thrust rating 4400 lbs
• Fan diameter increased to 27.6"– IBR wide-chord design
• Acoustic treatment for noise reduction
• Addition of a third turbine stage, un-cooled
• Single crystal HP turbine blades
• Single channel electronic engine control with manual backup
• Electronically controlled Bleed Valve
• Built-in Engine Diagnostic System

PW545B FEATURES:
• Thrust rating 4696 lbs

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 The performance of a PW500 engine is measured in
terms of thrust, in pounds. N1 (low rotor speed) is the pilots
reference for thrust (i.e. N1= thrust) high rotor speed (N2) is
also provided.Other engine parameters such as Interstage
Power S e tti ng

Turbine Temperature (ITT), Oil Temperature, Oil Pressure and

Fuel Flow are monitored to verify that they are within limits.
The ITT is a simulated readout computed by adding three (3)
times the air temperature rise across the single stage Fan to
the exhaust temperature and standardizing this temperature
range through a variable resistor.

Engine Performance Margins

The PW500 turbofan engine series is designed to achieve
thrust specified in the airplane Flight Manual power setting
charts, without exceeding other engine limits.

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 The PW500 engine power management system has been
designed to give the pilot control of the engine thrust
throughout the flight. It is a simple and reliable system that
operates with a single control lever also known as the Power
Lever.

Man agement
Through the aircraft control linkage, the power lever imparts
a push/pull action either mechanically or electronically
signalled to the appropriate fuel control unit (hydromechanical

Power
or FADEC) to the rotary valve in the hydromechanical unit.
The power lever controls the FCU which sets the amount
of fuel that is burned by the engine therefore affecting the
thrust produced through the low compressor rotor (fan) and
associated components. This provides an operating range
from cut-off to full power.

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 Engine Anti-Icing
Compressor delivery bleed air is passed through the inlet
double wall nose cone to provide continuous anti-icing
capability. In addition the T1 sensor is continuously anti-
S afe ty Fe atures

iced. The fan stator anti-icing is controlled by an engine

mounted solenoid valve which is operated electrically from the
cockpit flight panel. The engine is protected against all icing
conditions. Fan stator anti-ice is a fail-open system, i.e. if the
electrical power to the solenoid is lost then the anti-ice valve
opens to ensure that the fan stator is de-iced.

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Emergency Fuel Cut-Off Valve
An automatic tripping mechanism installed at the #5 bearing
housing is linked by means of a cable rope and bell crank
arrangement to the fuel inlet and shutoff valve assembly. Axial
rearward displacement of the low pressure turbine shaft will
operate the system to shut off fuel supply to the manifold and
thus prevent a possible overspeed of the low pressure turbine
assembly in the event of a decoupling of the low pressure
turbines from the low pressure shaft assembly.

ACTUATING LEVER
FUEL
CUT-OFF
CABLE

OVERSPEED
TRIPPER CONTROL LEVER
ASSEMBLY
TO FUEL MANIFOLD
SPRING

FUEL
FUEL CUT-OFF
CUT-OFF VALVE LEVER
VALVE

RELEASE PLATE

Hydromechanical Arrangement (FADEC system is similar)

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Ty pi c a l P W 5 0 0 E ng i n e

The indicating system provides the required information to

the pilot regarding engine mechanical and thermodynamic
limits. The parameters shown are N1, N2, ITT, oil temperature
In str umentati on

and oil pressure. Fuel flow indication is provided through an

aircraft provided fuel flow meter.
N1 and N2 are speed sensors. These are shown in terms of
percent of the maximum allowed RPM. N1 is the speed of the
low-pressure compressor and turbine and is set by the pilot
in relation to the required thrust. N2 speed is high rotor and
varies according to the thrust setting, altitude and outside air
temperature.
ITT is the interstage turbine temperature. It is monitored to
ensure that the maximum allowed temperature at the hottest
point of the engine is not exceeded.
The oil system is monitored by a pressure gauge and
temperature indicator while the fuel system is monitored by a
fuel flow gauge.

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 PW500 series engine are advanced high by-pass ratio
turbofan engine, in the 2800 – 4700 lb thrust range, specifically
designed for quiet operation, state-of-the-art fuel efficiency
and high productivity benefits to the corporate jet operator. A

D esi g n B en ef it
common core concept was chosen to cover the thrust range
in anticipation of various aircraft requirements. Improved
component technology will lead to new standards of durability.

Foreign object damage (FOD)
resistant wide chord fan designed to
the latest 3D modelling techniques to
optimize fuel burn
Reverse flow annular combustor en-
sures efficient and clean combustion
PW500
Forced exhaust mixer
provides improved fuel burn
advantage with a low noise
signature

High Pressurre (HP) compressor
is a 2 stage axial configuration comprised
of Integrally Bladed Rotor (IBR’s) and a
single stage centrifugal impeller manufac-
tured from advanced titanium alloys for
weight and durability advantages
High Pressurre (HP) turbine
module is a single stage
configuration with a cooled
vane and uncooled blade
Low pressure LP turbine
module is a 2 or 3 stage
configuration, uncooled and
moderately loaded for good
cycliclife and low exhaust
losses

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 Pre-flight
This involves a complete visual inspection of the engine
Ty pi c a l O p er ati ng

for leaks or loose connections and a check of the oil level. In

addition the LP rotor should be reviewed for foreign object
damage and confirmed to be free to rotate by hand. Please
refer to the Operating flight manual for details.
Pro c e du re s

Start
1. Press START button when ready
2. Ignition "ON"
(NOTE: Ignition remains ON until the engine has
achieved a stabilized idle. Ignition should be ON
for all take-off and ­­­­­land­­­ing.)
3. Power Control Lever – IDLE at 8%-10% N2
4. Monitor ITT and Fan speed
Caution: Abort start if no ITT rise within 10
seconds or if no indication of N1 rotation
by 25% N2
5. Operating engine (done automatically by FCU)
– Set 48% to 50% N2
6. Repeat steps 1 - 5 for engine 2
Take-off
1. Set Throttles to takeoff
2. Release brakes
3. Review engine parameters

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Climb
1. Landing gears and flaps up
2. Set to Climb power
Cruise
1. Set to Cruise power
Approach
1. Set power as required
Engine Shutdown
1. Set Throttles to idle
2. Let ITT stabilize for a minimum of 1 minute
prior to shutdown
3. Throttle cut-off position

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 For complete periodic inspection and maintenance
procedures, refer to the appropriate PW500 maintenance
manuals. In general, two (2) types of major inspections
are performed: the Overhaul and the Hot Section
Inspection(HSI). The HSI will generally occur at mid-Time
Between Overhaul (TBO).
In sp e c ti on s

The HSI involves an inspection of the hot end components of

the engine, which are located between the compressor and the
low turbines. Since it is not necessary to remove the engine
from the aircraft to carryout an HSI, the inspection procedure is
both simple and fast.
The TBO of the engine depends on the model specification and
specific operation of the engine. (see table on page 23)

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 Another preventive action is the use of Engine Condition Trend
Monitoring (ECTM). It can be used by the operator to schedule
inspection and maintenance action. The pilot will be asked to
record the readings of the aircraft and engine gauges at take-off
and after the aircraft has been flying at a stable cruise condition for
several minutes. Gauge readings are to be recorded daily or once
per flight.
The PW545A, PW545B and PW535B engine models are fitted
with an Engine Diagnostic System (EDS) which will provide
an indication as soon as an exceedance or a fault is recorded.
The EDS also provides snapshot and trace recording analysis
capabilities to simplify maintenance trouble shooting activities,
following fault or exceedance events.

Engine Model Basic HSI (hr) Basic TBO (hr)

PW530A NONE* 4000
PW535A/B 2500 5000
PW545A/B 2500 5000

* On condition of Borescope Inspection.

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 For any additional information please contact your local field
representative or call the P&WC Customer Help Desk
(24-hour service).
US and Canada:.................................. 1-800-268-8000

International:...........................(IAC*) + 8000-268-8000
Customer

Fax:.........................................................450-647-2888
Supp or t

Telex:............................................................. 05-26709

Other:................................................... 1-450-647-8000

* International access code

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For further information please contact the following

Pratt & Whitney Canada Inc.

1000 Marie-Victorin
Longueuil (Québec)
Canada J4G 1A1
Help Desk
450-647-8000
USA & Canada: 1-800-268-8000

Printed in Canada 04/07 - 07-0511