Pratt & Whitney Canada is now running five PW812D development engines for the fast-paced Dassault Falcon 6X program and says certification of the PW815G-configured Gulfstream G600, the second business jet to be powered by the PW800 family, is imminent.

“The PW812D is going really well,” says P&WC Business Aviation sales and marketing director Cedric Gauthier. “We aligned to a series of very rapid milestones when we signed up to this contract with Dassault which is aimed at entry-into-service in 2022, and right now we are hitting those milestones.”

The PW812D is a 13,000 lb.- to 14,000-lb.-thrust engine based on the core of the PW1200G geared turbofan (GTF) developed for the Mitsubishi MRJ airliner. It was selected late in 2017 for the newly launched Falcon 6X. Dassault’s switch to the 6X followed the cancellation of the shorter-fuselage Falcon 5X super-midsize business jet in the wake of continuing delays to Safran’s Silvercrest engine.

Development of the PW812D follows the service debut in September 2018 of the larger PW814GA, the first of a family of P&WC engines derived from the core of the midsize PW1500G Airbus A220 powerplant, on the Gulfstream G500. The second engine, the PW815GA, is set to enter service later this year on the longer range G600. All the versions of the PW800 share identical cores with their air transport derivatives, but do not feature the fan drive gear system.

“We have five development engines in the pipeline and will fly later this year with a Dassault configuration on the [Boeing 747SP] flying testbed,” says Gauthier. “Last year we flew with a demonstrator configuration of the PW812 and now we are closing ground on flying the full configuration.” He adds that almost 1,000 engine hours have now been accumulated on both the PW812D configuration demonstration program and the development program.

Gauthier also observes that, just as with the GTF-based Gulfstream engine program, the company is leveraging the experience of the many test and operational hours already amassed on the core of the commercial variants. “The core of the smaller variant of the GTF has already accumulated more than 13,000 hours of testing, so we are looking forward to a very robust entry-into-service with the PW812D.”

The certification of the G600 is meanwhile slightly later than originally planned partly because of the knock-on impact of the 35-day partial shutdown of the U.S. government at the turn of the year. Additionally, by early February, the company was still in the process of completing a phase of final flight tests for known icing as well as function and reliability check. “On the engine side everything is done and we are looking for entry into service on this platform later this year,” comments Gauthier.