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PT6 Training Manual PDF
PT6 Training Manual PDF
DESCRIPTIVE COURSE
AND
GUIDE TO TROUBLESHOOTING
UNITED TURBINE
We keep your PT6 flying!
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TRAINING MANUAL
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duct zone and pass through the block, mounted on the gas generator
compressor turbine inlet guide vanes to case (exhaust case in late model
the single – stage compressor turbine. engines), provides a connection point to
The guide vanes ensure that the cockpit instrumentation.
expanding gases impinge on the turbine
blades at the correct angle, with All engine driven accessories (with the
minimum loss of energy. The still exception of the propeller governor,
expanding gases continue forward to power turbine overspeed governor and
drive the power turbine section, which in power turbine tachometer-generator)
turn drives the prop shaft through a are mounted on the accessory gearbox
two–stage planetary reduction gearbox. at the rear of the engine. These
The reduction gearbox embodies an components are driven off the
intergral torquemeter device which is compressor by means of a coupling
instrumented to provide an accurate shaft which extends the drive through a
indication of engine power. conical tube in the center section of the
oil tank. The rear location of
The compressor and power turbines are accessories provides for a clean engine
located in the approximate center of the and simplifies any subsequent
engine with their respective shafts maintenance procedures.
extending in opposite directions. Their
feature provides for simplified The engine oil supply is contained in an
installation and inspection procedures. integral oil tank which forms the rear
The exhaust gases from the power section of the compressor inlet case.
turbine are directed through an annular The tank has a total capacity of 2.3 US
plenum to atmosphere via twin opposed gallons and is provided with a dipstick
ports provided in the exhaust duct. and drain plug.
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AIRFLOW
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9. PT6A-28
1. PT6A-6 Mechanically identical to A-27 but
First PT6 engine certified, non- with high cruise rating for corporate
reversing. 550 Shaft Horsepower type aircraft such as the King air E-
(SHP) for Takeoff (TO) at 2200 prop 90, -100, A100 and Piper
rpm. Turbine Inlet Temperature (TIT) Cheyenne. 680 SHP for TO at 2200
indication (T4). propeller rpm.
2. PT6A-6A 10. PT6A-29
Same as PT6A-6 with A-6 reversing Very similar to A-27 with 750 SHP
system. at TO. Used only by US army.
3. PT6A-6B 11. PT6A-21
Same as PT6A-6 with A-20 style Mechanically identical to a -27 but
reversing system. using reduction gears like -20 and
has only one line of fuel nozzles.
4. PT6A-6/C-20 550 SHP at 2200 propeller rpm.
Limited number of PT6A-6
converted at overhaul to A-20. 12. PT6A-25
Updated with interstage turbine Mechanically identical to A-21
temperature (ITT) system (T5). except for modifications required for
inverted flight. Used by US Navy in
5. PT6A-20 T-34 trainer. 550 SHP for TO at
550 SHP TO at 2200 propeller rpm 2200 propeller rpm.
Introduces T5 temperature indication
system, ITT. 13. PT6A-25A
Mechanically identical to A-25
6. PT6A-20A except for modifications to front
Same as A-20 except with A-27 RGB casing, different torque
exhaust duct and A-27 style controller settings and no reversing.
propeller governor. Used in Pilatus PC-7 trainer.
7. PT6A-20B 14. PT6A-25C
Same as PT6A-20A except with A- Introduces a hot section similar to –
20 reversing system. Used by 34. It is use on trainer Tucano.
Pilatus. Modified for inverted flight
8. PT6A-27
Bored–out A-20 with diffuser pipes,
fine mesh reduction gears, one
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80. T74-CP-700
Military version of the PT6A-20
81. T74-CP-701
Military version of PT6A-27.
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circular ring through which the vane compressor inlet case at the rear. A
outer ends protrude. Shrouds for the short, hollow steel coupling shaft,
first, second and third stage compressor internally splined, locates on the splined
blades are provided by the respective rear hub coupling to extend the
stage vane rings. The second stage compressor drive to the accessory
vane ring is supported inside the first gearbox input gearshaft. The coupling
and third stage stator housings which embodies a ball lock at the front end to
are bolted together. The third stage prevent end thrust on the input
stator assembly is bolted to the impeller gearshaft roller bearings.
housing and embodies a locating pin
which fits into a slot in the second stage GAS GENERATOR CASE
to prevent rotation of the assembly. The The gas generator case is in two
compressor front stubshaft, centrifugal sections, but this single structure
impeller and the impeller housing are houses both the compressor and the
positioned rearward in that order, combustion sections. It also provides a
followed alternately by an interstage mounting from No.2 bearing. On –6 and
spacer, a stator assembly and a rotor -20 models it contains 14 radial vanes
assembly. The rotating assembly is to provide a pressure increase and
stacked and secured together by six tie- velocity decrease to the air. 70
rods. A wedge-shaped retaining ring straightening vanes with a slotted
secures the impeller housing in the gas diffuser prepare the air for delivery to
generator case. The roller type #2 the combustion chamber. Four hollow
bearing and air seals are vanes at the bottom provide a residual
accommodated on the compressor fuel drain at engine shutdown.
stubshaft. This bearing supports the
stubshaft and the compressor rotor The gas generator case on the A-27
assembly in the gas generator case. and later engines differ in that it
The compressor rear hub is an integral contains 21 diffuser pipes brazed inside
part of the first stage compressor rotor the center section of the gas generator
disk and accommodates a labyrinth air case to provide a pressure increase to
seal rotor, a spacer and the ball type the compressed air as it leaves the
No.1 bearing which supports the rear centrifugal impeller. The compressed air
hub and compressor rotor assembly in is then directed through straightening
the compressor inlet case. A short, vanes, located at the outlet of the
hollow steel coupling, externally splined diffuser pipes, and out to the
at its protruding end is secured within combustion chamber liner. The gas
the compressor rear hub by a generator case is secured to the front
transverse pin which passes through flange of the compressor inlet case. The
the hub and coupling. The complete rear section provides a housing for the
compressor rotor and stator assembly compressor assembly and provides an
fits into the center rear section of the outlet port for the compressor bleed
gas generator case and is secured by valve. Cabin bleed air is ducted fr4om
the impeller housing at the front and the this area to a pad at the 1 o’clock
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POWER TURBINE
SUPPORT HOUSING The first stage ring gear is located in
The power turbine support housing helical splines provided in the rear case
consists of a fabricated steel cylindrical of the reduction gearbox. The torque
housing attached to the reduction developed by the power turbine is
gearbox rear case by 12 studs. The transmitted through the sun gear and
housing provides support for the power planet gears to the ring gear which is
turbine shaft assembly and two opposed by the helical splines, resulting
bearings. A labyrinth seal, secured at in rotation of the planet carrier. The ring
the rear of the housing by a retaining gear, through held by the helical
ring prevents oil leakage into the power splines, can move axially between the
turbine section. An internal oil transfer case and three retaining plates. This
tube, fitted with four oil jets, provides movement is used in the torquemeter
front and rear lubrication to No.3 and application.
No.4 bearings. A scavenge tube
secured inside the housing at the 6 The second stage of reduction is
o’clock position, transfers bearing contained in the reduction gearbox front
scavenge oil to the front of the engine. case. The first stage planet carrier is
attached to the second stage sung ear
b a flexible coupling which serves to
REDUCTION GEARBOX
dampen any vibrations between the two
The reduction gearbox is located at the
rotating masses and corrects for
front of the engine and consists of two
possible misalignment. The second
magnesium (aluminum on some
stage sun gear drives five planet gears
models) alloy castings bolted to the
in the second stage carrier. A second
front flange of the exhaust duct. The
stage ring gear is fixed by splines to the
first stage of reduction is contained in
reduction gearbox front case and
the rear case. Torque form the power
secured by three bolted retaining plates.
turbine is transmitted through the power
The second stage carrier is in turn
turbine shaft to the first stage sun gear.
splined to the propeller shaft and
secured by a retaining nut and shroud
The sun gear consists of a short hollow
washer. A flanged roller bearing
steel shaft which has an integral spur
assembly, secured by four bolts to the
gear at the front end and external
front case, provides radial support for
splines at the rear. The external splines
the second stage carrier and propeller
fit over the end of the turbine shaft and
shaft. An oil transfer tube and nozzle
engage the internal splines of a retainer
assembly, fitted with preformed
coupling. The coupling is in turn splined
packings, is secured within the propeller
to the turbine shaft and secured there
shaft by a snap ring to provide
by a retaining nut and cupwasher. Two
lubrication to No.4 bearing and the first
snap rings secure the sun gear in the
stage sun gear.
retainer coupling. The spur gear end of
the sun gear drives the three planet
gears in the first stage planet carrier.
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The second stage gear transmits the inside the torquemeter is proportional to
rotation to the third stage thru a gear the engine power and it is used to
that is couple to its shaft with a clutch. provide an external indication of such
An extension of the second stage parameter. Also this pressure is sent to
passes the rotation for the oil cooler fan, the torque control unit which acts as a
the tacho generator and the power torque equalizer between power
turbine (Nf) governor. sections and torque limiter.
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below the starter generator mounting One source bleeds P2.5 compressor air
pad, provides passage for a puller tool from the gas generator case at the 1
which must be used to disengage and o’clock position. The second source
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atmosphere through a metering plug orifices acts upon the upper side of the
(convergent/divergent orifice). The bleed valve piston, so that when Px is
control pressure Px between the two
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turbine disc, out through drilled and indicate the quantity of oil required
passages in the hub to pressurize the to top the tank to the full mark. An anti-
No.3 bearing air seals, and on the cool flooding and breather arrangement,
the front face of the disc.
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A fine strainer protects the two oil jets Passages in the split inner races of the
which are positioned one in front and bearing line up with a drilled annulus on
one at the rear of the No.2 bearing. the power turbine shaft to provide
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access for centrifugal oil flow into the quillshaft to the main oil pump in the oil
bearing assembly. The third branch tank and drives an externally mounted
provides oil through cored passages in tachometer – generator.
the RGB front case tot he propeller
governor unit, the accessory drive gears Oil from No.3 and No.4 bearing
and the propeller thrust bearing. Oil mist compartments is scavenged, via
internal tubes, into the reduction
provided lubrication to the second stage gearbox sump, then rearward through
carrier bearing.
an external transfer tube, to the front
SCAVENGE OIL SYSTEM element of the external scavenge pump.
The scavenge oil system includes two This pump also scavenges any
double-element scavenge pumps reduction gearbox oil which drains
connected by internal passages and rearward when the engine is in a high
lines to two main external transfer angle of climb attitude. The oil is then
tubes. One pump is secured inside the fed forward to the accessory gearbox,
accessory gearbox and the other is via a machined passage in the pump
externally mounted. They are contained housing, and a deflector. Oil from the
in separate housings and driven off propeller governor, front thrust bearing
accessory gearshafts. reduction gears and the torquemeter
bleed orifice drains into the reduction
Oil from the No.1 bearing compartment gearbox sump and is then scavenged
is returned by gravity through a cored by the rear element of the external
passage to the bottom of the scavenge pump, via a second external
compressor inlet case, and then transfer tube which extends rearward to
through a transfer tube in the oil tank the accessory housing. The oil from
and accessory diaphragm into the both internal and external scavenge
accessory gearbox. No.2 bearing oil pumps is forced through a T-fitting into
drains into an external transfer tube, a common line to an airframe oil cooler,
rearward to the bottom of the oil tank. It form where it is returned to the oil tank
is then scavenged, through a cored via a deaerator tray in the top of the
passage in the accessory diaphragm, to tank.
the scavenge pump which pumps the oil
into the accessory gearbox. Oil from the BREATHER SYSTEM
centrifugal breather, bearings and input Breather air from the engine bearing
gearshaft drains to the bottom of the compartments and the accessory
accessory gearbox and scavenged from gearbox is vented overboard through a
the gearbox, together with oil from No.1 centrifugal breather impeller located in
and No.2 bearings, and scavenged oil
from No.3 and No.4 bearings, by the the accessory gearbox. The various
rear element of the internal scavenge engine compartments are connected to
pump. The double-element internal the accessory gearbox by cored
scavenge pump is connected by a passages or existing oil scavenge
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OIL SYSTEM
OIL-TO-FUEL HEATER INSTRUMENTATION
The oil-to-fuel heater assembly utilizes
heat from the engine oil system to Main oil pressure is measured form the
preheat the fuel in the engine fuel transmitter located at the 3 o’clock
system, and incorporates a multiple- position on the accessory housing. The
pass oil circuit and a two pass fuel flow. normal oil pressure range is 80 to 100
A minimum pressurizing valve is fitted in PSIG. Oil outlet temperature is detected
a port at the 2 o’clock position on the by a temperature bulb located at the 4
inlet side of the oil-to-fuel heater. The o’clock position on the accessory
valve closes at approximately 40 PSIG gearbox.
to prevent oil flow to the heater when
the engine is shut down in flight with the IGNITION SYSTEM
propeller windmilling. A check valve on GENERAL
the outlet side of the heater is
incorporated in the rigid oil return line to The ignition consists of an ignition
the top of the oil tank. A fuel exciter unit, two spark igniters and two
temperature sensing oil bypass valve shielded leads.
regulates the fuel temperature by either
permitting oil flow through the heater
IGNITION EXCITER UNIT
core, or bypassing it through the valve
to the engine oil tank via an external The exciter unit is mounted similar to
line. the current regulator. It converts DC
input to high energy output (8KVA) via
The thermal element, which senses fuel solid state circuitry comprising a series
temperature, consists of a highly of transformers, diodes and a storage
expansive material sealed in a metallic capacitor. When the energy in the
chamber. The expansion force is storage capacitor reaches a level
transmitted through a diaphragm and equivalent to four joules, an internal
plug to a piston. Since the element spark gap in the exciter arcs and allows
exerts an expansive force only, it is the stored energy to be discharged to
counterbalanced by a spring which the igniters through a dividing and
provides a contracting force during circuit protection transformer network.
decreases in temperature. The element The network is such that if one igniter is
senses outlet fuel temperatures and, at inoperative, the remaining igniter will
temperatures above 21C (70F), starts to continue to function.
close the core valve and simultaneously
opens the bypass valve at 32C (90F),
the core valve is completely closed and
the oil bypasses the heater core.
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against the spool. This tends to move valve by a cross shaft and associated
the spool against the enrichment lever. levers.
As the governor weight force
overcomes the opposing spring force, The cross shaft moves within a torque
tube which is attached to the cross shaft
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are provided at the 45 and 75 RUN now being delivered through the No.2
positions. One of these positions, manifold is filled, the total flow is
depending on the aircraft type is used to increased by that amount now being
rig the system and to identify the cockpit delivered through the No.2 system and
lever position. the engine further accelerates to idle.
When the lever is moved beyond the
A minimum pressurizing valve, located RUN position (45 or 72) towards the
at the inlet to the starting flow control, maximum stop (90), the starting flow
maintains a minimum pressure in the control has no further effect on fuel
metered to the engine. This range is
overtravel and is used for convenience
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CONTROLS AND
INSTRUMENTATION INTERTURBINE
The following instrumentation and TEMPERATURE
control are available and considered SENSING SYSTEM (T5)
necessary for normal operation of the The inter-turbine temperature sensing
engine during flight, to ascertain its system (T5) is designed to provide the
mechanical condition, and to ground operator with an accurate indication of
check and adjust the power output engine operating temperature taken at a
when necessary. point between the two turbines. The
system consists of twin leads, two bus
POWER CONTROL LEVER bars and eight (or ten) individual
The power control lever control the gas chromel-alumel thermocouple probes
generator speed and thus modulates connected in parallel. Each probe
engine power output from idle to protrudes through a threaded boss on
takeoff. The position for idle represents the power turbine stator housing into an
the lowest permissible power. The lever area adjacent to the leading edge of the
is interconnected with the propeller power turbine vanes,. The probe is
governor and modulated engine power secured to the boss by means of a
from full reverse thrust to takeoff. floating, threaded fitting which is part of
the thermocouple probe assembly.
STARTING CONTROL LEVER Shielded leads connect each bus bar
The starting control lever opens and assembly to a terminal block which
closes a manually operated plunger in provides a connecting point for external
the starting flow control which selects leads to a cockpit instrument. The
fuel cut-off and run positions. Certain terminal block is bolted to the gas
installations also incorporate a hi-idle generator case at the 2 o’clock position.
position. The leads form the bus bars are
supported by brackets welded on the
PROPELLER GOVERNOR stator housing and exhaust duct. The
LEVER alumel and chromel terminals on the
thermocouple assembly are identified
AL and CR respectively. To ensure
Selection of the required propeller RPM
making correct connections, the
is provided by the propeller control lever
chromel terminal screws are smaller
which positions the speed adjusting
than those for the alumel terminals.
lever on the propeller governor. When
Thermocouples may be removed and
placed in the maximum decrease RPM
replaced individually thereby facilitating
position, the propeller will automatically
maintenance.
feather.
A trim harness is connected externally
in parallel with the T5 harness system
at terminal block to bias de ITT signal
8950 NW 79 AVE MIAMI, FLORIDA 33166 USA PH (305) 885-3900 FAX (305) 885-0472
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TRAINING MANUAL
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TRAINING MANUAL
OIL TEMPERATURE
INDICATOR
The temperature of the lubricating oil is
taken as it leaves the delivery side of
the oil pressure pump. A mounting boss
is provided on the accessory gearbox
housing just below the oil pressure
transmitter to accommodate an oil
temperature bulb.
8950 NW 79 AVE MIAMI, FLORIDA 33166 USA PH (305) 885-3900 FAX (305) 885-0472
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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TRAINING MANUAL
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