The Pratt & Whitney Canada PW500 is a series of medium thrust turbofan engines designed specifically for business jet applications.
41-751: The PW530 has a single stage fan, driven by a 2-stage LP turbine, supercharging a 2A/1CF axial-centrifugal HP compressor, driven by a single stage HP turbine. Although similar in configuration, the PW535 has a booster stage, mounted on the LP shaft behind the fan, to increase overall pressure ratio and core flow. Similar to the PW535, the PW545 has an additional LP turbine stage to drive a larger diameter fan. The PW530A , rated at 2,887 lbf (12.84 kN), entered service in February 1997 on
82-473: A stall more likely to occur, causing the aircraft to lose altitude. Ice accumulates on helicopter rotor blades and aircraft propellers causing weight and aerodynamic imbalances that are amplified due to their rotation. Anti-ice systems installed on jet engines or turboprops help prevent airflow problems and avert the risk of serious internal engine damage from ingested ice. These concerns are most acute with turboprops, which more often have sharp turns in
123-569: A higher cruise speed of 385 kn (713 km/h) and a longer range of 1,159 nmi (2,146 km). The cabin interior was also redesigned to increase headroom by 5 in (13 cm). The stretched Citation was announced in September 1976, it first flew on January 31, 1977, and FAA certification was awarded in March 1978. The II/SP (Model 551) is the single pilot version, type certificated to slightly less stringent FAR Part 23 standards, with
164-412: A pattern of specific chambers only. The rapid change in shape of the boot is designed to break the adhesive force between the ice and the rubber, and allow the ice to be carried away by the air flowing past the wing. However, the ice must fall away cleanly from the trailing sections of the surface, or it could re-freeze behind the protected area. Re-freezing of ice in this manner was a contributing factor to
205-524: A percussive force initiated by actuators inside the structure which induce a shock wave in the surface to be cleared. Hybrid systems have also been developed that combine the EMEDS with heating elements, where a heater prevents ice accumulation on the leading edge of the airfoil and the EMED system removes accumulations aft of the heated portion of the airfoil. Passive systems employ icephobic surfaces. Icephobicity
246-514: A revised Citation Ultra interior and a trailing link main undercarriage. Production of the Bravo ceased in late 2006 after 336 had been delivered. Its more efficient PW530A generates 15% more thrust at takeoff and 23% more at altitude. It burns 1,100 lb (500 kg) of fuel in the first hour, dropping to 750–830 lb (340–380 kg) the second hour cruising at 360–365 kn (667–676 km/h) at FL410-430 and then 637 lb (289 kg)
287-476: A roofing contractor accidentally set fire to a hangar at Forbes Field where the aircraft were being stored by Cessna. The five survivors were subsequently transferred to Cessna and other civil owners. The Citation Bravo first flew on April 25, 1995, was granted certification in August 1996, and was first delivered in February 1997. It features new P&WC PW530 A turbofans, modern Honeywell Primus EFIS avionics,
328-523: A single pilot. A total of 688 II and II/SP aircraft were delivered. The improved Citation S/II (Model S550) was announced in October 1983 and first flew on February 14, 1984, before certification in July. It gained a supercritical airfoil with swept wing roots, aileron and flap gap seals, and a fluid deicing system instead of the pneumatic deicing boots used on earlier Citations. To further reduce drag,
369-560: A slightly reduced maximum takeoff weight (MTOW) at 12,500 lb (5,700 kg) and minor changes in cockpit equipment. As the II and II/SP are otherwise largely similar, the 800 lb (360 kg) reduction in MTOW of the II/SP often mandates operating with a reduced fuel load, shortening the aircraft's loaded range compared to the standard II. Both the II and II/SP require special training to be operated by
410-463: A substantial loss of climb performance with particularly critical consequences if an engine were to fail. This latter concern has resulted in bleed air systems being uncommon in small turbine aircraft, although they have been successfully implemented on some small aircraft such as the Cessna CitationJet . Electro-thermal systems use heating coils (much like a low output stove element) buried in
451-554: A thrust increased from 2,500 to 2,820 lbf (11.1 to 12.5 kN) each. Dual-channel FADEC allows a much lower residual thrust, eliminating the need for thrust reversers . Max fuel payload is bumped from 328 to 1,278 lb (149 to 580 kg) for the Citation II, and the S-II can carry 400 lb (180 kg) more than the initial 1,036 lb (470 kg). Cruise speeds are faster by 45 to 400 kn (83 to 741 km/h) for
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#1732876820305492-512: A version of the S/II as the T-47A . Production ceased in 2006 after 1,184 of all variants were delivered. The Citation II (Model 550) was developed to provide the same docile low-speed handling and good short-field performance as the preceding Citation I while addressing a primary criticism of that aircraft — its relatively slow cruise speed of around 350 kn (650 km/h) at altitude. The II stretches
533-455: Is exhausted through holes in the wings' undersides. A disadvantage of these systems is that supplying an adequate amount of bleed air can negatively affect engine performance. Higher-than-normal power settings are often required during cruise or descent, particularly with one or more inoperative engines. More significantly, use of bleed air affects engine temperature limits and often necessitates reduced power settings during climb, which may cause
574-624: Is faster but has less range. The faster and more expensive Citation V Ultra has a longer cabin but consumes more fuel. By December 2006, Clifford Development in Ohio had launched a program to re-engine Citation IIs with 3,000 lbf (13 kN) Williams FJ44 -3 engines for $ 1.9 million (~$ 2.76 million in 2023). Clifford expected a STC within 12 months, 21% faster long-range cruise, 29% longer range, 34% better single-engine climb rate and 20% better fuel efficiency. By May 2007, Sierra Industries in Texas
615-483: Is not a significant concern with modern boot designs. Pneumatic boots are appropriate for low and medium speed aircraft, without leading edge lift devices such as slats , so this system is most commonly found on smaller turboprop aircraft such as the Saab 340 and Embraer EMB 120 Brasilia . Pneumatic de-Icing boots are sometimes found on other types, especially older aircraft. These are rarely used on modern jet aircraft. It
656-537: Is self cleaning, and the fluid helps clean the aircraft, before it is blown away by the slipstream. The system was initially used during World War II by the British , having been developed by Tecalemit-Kilfrost-Sheepbridge Stokes (TKS) . Advantages of fluid systems are mechanical simplicity and minimal airflow disruption from the minuscule holes; this made the systems popular in older business jets . Disadvantages are greater maintenance requirements than pneumatic boots,
697-495: Is used for redundancy, especially for aircraft certified for flight into known icing conditions , with additional mechanical pumps for the windshield. Fluid is forced through holes in panels on the leading edges of the wings, horizontal stabilizers, fairings, struts, engine inlets, and from a slinger-ring on the propeller and the windshield sprayer. These panels have 1 ⁄ 400 inch (0.064 mm) diameter holes drilled in them, with 800 holes per square inch (120/cm ). The system
738-542: The AN/APQ-167 radar system. Intended to replace the North American T-39D as a radar systems trainer aircraft , fifteen aircraft were purchased in 1984 to train naval radar intercept officers . All T-47A aircraft were operated with civil aircraft registration numbers by Training Air Squadron VT-86 based at Naval Air Station Pensacola , Florida. On July 20, 1993, ten of the fifteen aircraft were destroyed when
779-749: The Cessna Citation II Bravo, and the PW545 in July 1998 on the Cessna Citation Excel . The PW535 powered the Cessna Citation V Encore in September 2000, and was selected for the Embraer Phenom 300 , first delivered in December 2009. On 31 January 2020, Embraer announced improvements to its Phenom 300, including increased speeds and upgraded engines. The engines, designated PW535E1, are rated at 3,478 lbf (15.47 kN)/ Unveiled at
820-558: The Cessna Citation V airframe. The T-47A was a modified version of the Citation S/II (Model 552) for the U.S. Navy, featuring a 5 ft (1.5 m) wingspan reduction and hydraulically boosted ailerons for enhanced maneuverability, 2,900 lbf (13 kN) thrust JT15D-5 engines, a cockpit roof window for better pilot visibility during hard maneuvering, strengthened windshields for protection against bird strikes during high-speed low-altitude sorties, multiple radar consoles, and
861-583: The Citation family . Stretched from the Citation I , the Model 550 was announced in September 1976, first flew on January 31, 1977, and was certified in March 1978. The II/SP is a single pilot version, the improved S/II first flew on February 14, 1984 and the Citation Bravo , a stretched S/II with new avionics and more powerful P&WC PW530 A turbofans, first flew on April 25, 1995. The United States Navy adopted
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#1732876820305902-691: The 550, and by 35 to 420 kn (65 to 778 km/h) for the Citation S-II. The converted 550 is 25% more fuel efficient than the JT15D-powered original at the same speed, and burns 775 lb (352 kg) of fuel per hour at 390 kn (720 km/h). The 550 Range is improved by 397 to 1,775 nmi (735 to 3,287 km), and by 461 to 2,300 nmi (854 to 4,260 km) for the S550. The re-engined S550 can reach 446 kn (826 km/h) at FL270. Clifford and its partner Stevens Aviation could also update
943-496: The Citation I fuselage by 1.14m (3 ft 9in), increasing seating capacity to ten (two pilots and eight passengers) and gross weight to 13,300 lb (6,000 kg). Wingspan was increased by 5.1 ft (1.6 m), fuel capacity was increased from 544 US gal (2,060 L) to 742 US gal (2,810 L), and more powerful, 2,500 lbf (11 kN) Pratt & Whitney Canada JT15D-4 engines were installed for
984-461: The II from 1984, but some potential buyers objected to the sharp price increase from US$ 2.6 million for the II to $ 3.3M for the S/II, prompting Cessna to reintroduce the II in late 1985; both were built until the Bravo was introduced. Deliveries of the S/II amounted to 160, including fifteen T-47A aircraft purchased by the U.S. Navy . The S/II's higher performance coupled with its relatively low production total led to substantially higher demand on
1025-641: The May 2023 EBACE show, the FADEC-controlled PW545D is developed for the Cessna 560XL Ascend variant, to be rated at 4,200 lbf (19 kN) and optimized for improved fuel burn and longer time between overhauls (TBO) up to 6,000 hours. By then, 4,600 PW500s had been produced and had flown 22 million hours. Comparable engines Related lists Cessna Citation II The Cessna Citation II models are light corporate jets built by Cessna as part of
1066-450: The aerodynamics of the surface by modifying the shape and the smoothness of the surface which increases drag, and decreases wing lift or propeller thrust. Both a decrease in lift on the wing due to an altered airfoil shape, and the increase in weight from the ice load will usually result having to fly at a greater angle of attack to compensate for lost lift to maintain altitude. This increases fuel consumption and further reduces speed, making
1107-429: The airframe structure to generate heat when a current is applied. The heat can be generated continuously, or intermittently. The Boeing 787 Dreamliner uses electro-thermal ice protection. In this case the heating coils are embedded within the composite wing structure. Boeing claims the system uses half the energy of engine fed bleed-air systems, and reduces drag and noise. Etched foil heating coils can be bonded to
1148-400: The crash of American Eagle Flight 4184 . Older pneumatic boots were thought to be subject to ice bridging. Slush could be pushed out of reach of the inflatable sections of the boot before hardening. This was resolved by speeding up the inflation/deflation cycle, and by alternating the timing of adjacent cells. Testing and case studies performed in the 1990s have demonstrated that ice bridging
1189-437: The electric heater to provide sufficient heat to prevent the formation of ice on the windscreen. However, windscreen electric heaters may only be used in flight, as they can overheat the windscreen. They can also cause compass deviation errors by as much as 40°. One proposal used carbon nanotubes formed into thin filaments which are spun into a 10 micron-thick film. The film is a poor electrical conductor, due to gaps between
1230-545: The flight deck with Collins ProLine 21 avionics and refurbish the cabin. Clifford was touting a 14% faster optimum cruise speed, and a 32% lower fuel burn for the S550. Sierra was announcing a 1,890 and 2,064 nmi (3,500 and 3,823 km) IFR / VFR range for the re-engined Super II; or a 2,340 and 2,610 nmi (4,330 and 4,830 km) IFR/VFR range for the re-engined Super S-II. By June 2012, Sierra Industries had re-engined 59 various Citations with FJ44s, among avionics retrofit and airframe modifications. The Citation
1271-553: The fuselage and engine nacelle pylons were redesigned, and nacelle fairings were added. Fuel capacity was increased by 120 US gal (450 L). The result of the improvements was a cruise speed of 403 kn (746 km/h)—exceeding 400 kn, felt to be an important marketing benchmark by Cessna—and a range of 1,378 nmi (2,552 km) with a 45-minute fuel reserve . The improved 2,500 lbf (11 kN) JT15D-4B engines had higher temperature-rated components, allowing more thrust at higher altitudes. The S/II replaced
Pratt & Whitney Canada PW500 - Misplaced Pages Continue
1312-424: The inside of metal aircraft skins to lower power use compared to embedded circuits as they operate at higher power densities. For general aviation , ThermaWing uses a flexible, electrically conductive, graphite foil attached to a wing's leading edge. Electric heaters heat the foil which melts ice. Small wires or other conductive materials can be embedded in the windscreen to heat the windscreen. Pilots can turn on
1353-454: The intake path where ice tends to accumulate. The pneumatic boot is usually made of layers of rubber or other elastomers , with one or more air chambers between the layers. If multiple chambers are used, they are typically shaped as stripes aligned with the long direction of the boot. It is typically placed on the leading edge of an aircraft's wings and stabilizers. The chambers are rapidly inflated and deflated, either simultaneously, or in
1394-494: The nanotubes. Instead, current causes a rapid rise in temperature, heating up twice as fast as nichrome , the heating element of choice for in-flight de-icing, while using half the energy at one ten-thousandth the weight. Sufficient material to cover the wings of a 747 weighs 80 g (2.8 oz) and costs roughly 1% of nichrome. Aerogel heaters have also been suggested, which could be left on continuously at low power. Electro-mechanical Expulsion Deicing Systems (EMEDS) use
1435-494: The shape of airfoils and flight control surfaces , degrading control and handling characteristics as well as performance. An anti-icing, de-icing , or ice protection system either prevents formation of ice , or enables the aircraft to shed the ice before it becomes dangerous. Aircraft icing increases weight and drag, decreases lift, and can decrease thrust. Ice reduces engine power by blocking air intakes. When ice builds up by freezing upon impact or freezing as runoff, it changes
1476-465: The third hour at 350 kn (650 km/h) and FL450. The engine overhaul every 4,000 hours cost $ 1 million or $ 275 at power by the Hour . In 2018, early 1997 models starts at $ 800,000, up to $ 1.7 million for 2006 planes. The Bravo was replaced by the better-but-more-expensive Citation CJ3 . The competing Beechjet 400 A is roomier and faster but needs more fuel and more runway, while the compact Learjet 31 A
1517-636: The used aircraft market compared to the standard II and II/SP. The US Customs & Border Protection purchased ten Citation IIs configured with fire control radar (initially the F-16 's AN/APG-66 (V), later the Selex ES Vixen 500E system) and the WF-360TL imaging system. These aircraft have been used effectively in Panama, Honduras, Colombia, Peru, Venezuela, Mexico and Aruba. The similar OT-47B aircraft are based on
1558-418: The weight of potentially unneeded fluid aboard the aircraft, the finite supply of fluid when it is needed, and the unpredictable need to refill the fluid, which complicates en route stops. Bleed air systems are used by most large aircraft with jet engines or turboprops. Hot air is "bled" off one or more engines' compressor sections into tubes routed through wings, tail surfaces, and engine inlets. Spent air
1599-532: Was also developing a similar modification, as 900 Citations qualify for it, directly as a broker and MRO provider, while Clifford should license its STC. In September 2008, the FAA granted a STC to Sierra Industries. The Super S-II made its first flight on September 26. The conversion cost $ 1.9 million in 2009, resulting in a $ 3.5-4.6 million value for a converted Citation II. Ceiling is increased from FL 410 to FL 430, reached directly in 25 min at max takeoff weight with
1640-707: Was also operated by at least one airline in scheduled passenger service, Enterprise Airlines in the U.S., from the late 1980s to 1990. Data from Jane's All the World's Aircraft 1993–94 General characteristics Performance (above 29,315 ft (8,935 m)) Related development Aircraft of comparable role, configuration, and era Ice protection system#Pneumatic deicing boots In aeronautics , ice protection systems keep atmospheric moisture from accumulating on aircraft surfaces, such as wings, propellers , rotor blades , engine intakes , and environmental control intakes. Ice buildup can change
1681-440: Was invented by B.F. Goodrich in 1923. Sometimes called a weeping wing, running wet, or evaporative system, these systems use a deicing fluid—typically based on ethylene glycol or isopropyl alcohol to prevent ice forming and to break up accumulated ice on critical surfaces of an aircraft. One or two electrically-driven pumps send the fluid to proportioning units that divide the flow between areas to be protected. A second pump