Charles Alcock is managing editor of the AIN Media Group, having rejoined the company in 2019. He has been an aviation journalist since 1986, and previously worked for AIN from 1990 to 2017, most recently as editor-in-chief. His main focus is on covering new aviation technology and business models, as well as international news.
Having been raised in the London area, Alcock studied at the University of Manchester in the UK and earned an honors degree in Politics and Modern History. He speaks English and French, and some German.

Managing Editor

Charles Alcock

Over the past five years, Pratt &amp;&nbsp;Whitney Canada (P&amp;WC) has introduced powerplants for three new twin-engined helicopters: the PW210S for Sikorsky’s S-76D, the PW210A for Leonardo’s AW169 and the PT6C-67E for the H175 from Airbus Helicopters. The manufacturer, which is fast approaching its 90th anniversary, says that more new technology is still in the works, but for now much of its focus is further enhancing levels of reliability for its operators.


With an inflight shutdown rate of 0.004 per 1,000 flight hours, P&amp;WC says its rotorcraft engines have reliability levels that exceed requirements for extended-range twin-engine operational performance standards. “We are best in class when it comes to reliability,” said Irene Makris, vice president of marketing for turboshaft engines. She also pointed out that the Canadian group’s engines ranked number one in the recent AIN product support survey for overall reliability.


But the company also is pressing hard to further boost availability levels and drive down operating costs. “Increasingly, we are applying more predictive and prognostic technology with our products so that we can further extend time between overhaul [TBO] and more elements of maintenance on condition,” Tim Swail, P&amp;WC vice president for customer programs, told AIN. “Year-over-year we’re taking steps to cut the cost burden of operations and reduce the amount of unscheduled maintenance through the use of diagnostic technologies such as the Flight Acquisition Storage and Transmission [FAST]&nbsp;solution for the AW139.”


The FAST system has been in use with the PT6C-67C engines powering Leonardo’s AW139 since March 2016 and, according to P&amp;WC, allows it to gather more comprehensive data on the condition of the turboshaft. Complementing this is the new oil analysis service, launched in May 2016, which examines minute particles within the oil to determine the condition of key components such as bearings and gears. More than 3,000 engines are signed up for the oil analysis work.


According to the company, these systems have created a highly predictive environment in which customers can now know exactly what is happening inside engines still on the wing, and well in advance of potential issues. Not only does this approach avoid flight delays and cancellations, but it also means that maintenance can be planned and implemented in a far more cost-effective way.


P&amp;WC’s efforts in these areas have allowed it to increase TBOs for the PW200 and 210 engines to 4,000&nbsp;from 3,500 hours&nbsp;hours, and, in some cases give customers the ability to extend TBOs based on their knowledge of local operating conditions. “This is important because the industry is becoming more complex with structures like leasebacks through which financial institutions want to see more control over operating costs,” Swail said.


The manufacturer’s customer support teams are now implementing Librestream’s Onsight remote collaboration software, which connects a mechanic to remote technical specialists who can inspect the engines using an interactive audio-visual platform. The system can capture high-quality video and images even in low-bandwidth locations where Wi-Fi and cellular signals are weak. It also includes features such as borescope connectivity, remote camera control and onscreen drawing and image sharing.


There are around 4,300 P&amp;WC-powered helicopters flying today and its turboshafts have logged more than 55 million flight hours. The company’s helicopter engine portfolio includes 34 different models and it has manufactured around 15,000 units in total.


“In the longer term, we are now working on new engine technology of between 5,000 shp and 7,000 shp and we’re developing new centerlines across this power range,” said Makris. “We’re mainly focused on reducing specific fuel consumption and noise. We should have new products ready by around 2021, and we’re already running and testing some of this technology.

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