HAIG Y12E AIRCRAFT TRAINING MANUAL

CHAPTER 10 POWER PLANT

10.1General
Two turboprop engines (PT6A-135A) made in Canada are installed in the LH and RH engine nacelles of
Y12E aircraft, with 750 SHP each, which are limited to 620 SHP.
Engine type: Free turbine, reverse flow type.
Compressor: Three-stage axial flow, one-stage centrifugal.
Turbine: One stage compressor turbine, and one stage power turbine.
Combustion chamber: Annular combustion chamber.
The power plant includes the engine mounting assembly, the assembly of air intake system, the assembly of
exhaust system, engine cowlings, the assembly of fuel system, the assembly of oil system and other
accessories, such as starter generator, torque pressure transducer, propeller tachometer transducer, gas
generator tachometer transducer, and propeller over-speed governor etc.
The engine is attached to the engine nacelle structure with three shock absorbers, and the engine is attached
to them by means of bolts. The engine is enclosed in a removable upper cowling and a retractable engine air
intake in which, an inertial separator is installed to prevent ice, snow, sand or gravels from entering into the
engine.
A fireproof sealing plate is installed in front of and behind the air intake of engine compressor. Each
fireproof sealing plate is made into semi-circular shape and is bolted to the fireproof sealing flange of the
engine. The outer periphery of the fireproof sealing plate is in contact with the sealing rubber ring on inner
periphery at frames 6 and 9 on the engine nacelle to form a sealed annular chamber.
Y12E aircraft engine operating limits

Operating state operating limits

Power SHP Torque Max. ITT Ng Np Oil Press. Oil Temp.

Setting Lb.ft ℃ % rpm psi ℃

Take off 620 1717 805 101.5 1900 85～105 10～99

Max. 620 1717 805 101.5 1900 85～105 10～99
Cont./Emergency
Max. Climb 620 1717 805 101.5 1900 85～105 0～99
Max. Cruise 620 1717 805 101.5 1900 85～105 0～99
Idle 685(5) 52 40(min) -40～99
Starting 1090(6) -40～99
Transient 2200 880 102.6 2090 0～99
Max. Reverse 416 1200 805 101.5 1825 85～105 0～99

An exhaust duct is installed at L.H and R.H side in the front of the engine to discharge the exhaust air and
produce a certain amount of thrust.

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ig.10-1A Power plant (left side view)

1. Propeller; 2. Prop. governor; 3. Exhaust duct;
4. Central fire detector; 5. Front fireproof sealing plate;
6. Shock absorber; 7. Washing ring; 8. Rear fireproof sealing
plate;
9. Oil line; 10. Oil breather line; 11. Main fuel feed line;
12. Starter-generator; 13. Starter-generator electrical lead;
14. Starter-generator cooling duct; 15. Starter-generator overheat
detector;
16. Fuel residual collector; 17. Gas generator tachometer transducer;
18.

Bleed air line; 19. Propeller overspeed governor.

Fig.10-1B Power plant (right side view)
20. Fuel control unit lever; 21. Oil inlet line; 22. Upper fire detector;

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23. Power control cable; 24.  indication system; 25. Propeller control cable;
26. Torque pressure transducer; 27. Torque pressure transducer differential pressure pipe;
28. Propeller tachometer transducer; 29. Electrical cable;
30. Oil pressure transducer; 31. Oil temperature transducer;
32. Oil pressure signalyzer; 33. Oil cooler bracket; 34. Oil cooler;
35. Throttle control lever.
10.2 Operation and description
The PT6A-135A engine has a three stage axial, single-stage centrifugal compressor driven by a single-stage
reaction turbine. Another single-stage reaction turbine, counter-rotating with the first, drives the output shaft.
Fuel is sprayed in the annular combustion chamber by fourteen individually removable fuel nozzles mounted
around the gas generator case. The power control lever controls a fuel control unit (FCU) to schedule fuel
flow to maintain the power. Propeller speed remains constant at any selected propeller control lever position
through the action of a constant speed unit (CSU) in propeller governor, except in the Beta range, where the
propeller speed is controlled by the fuel governor and β valve of the propeller governor.
Partial or full reverse power can be obtained by moving the power lever back to the maximum reverse
position. The magnitude of this power depends upon the backward travel of the power lever.
The accessory section and the integral oil tank are attached to the rear end of the gas generator.
The air intake inertial particle separation system is attached to the air intake of each engine. When the
inertial particles separation system (see Fig.1, 71-60-00) is inoperative, No. 1 deflector (17) is up and the
bypass is closed, thus all the air flows into the compressor. Under icing conditions, No.1 deflector (17) is
down and the bypass (15) is open. The air flowing along the air intake takes a sharp turn to enter the
compressor, while ice pieces are discharged overboard for their greater momentum. There is a switch to
control the operation of the inertial separator on the central control pedestal.
10.3 Air intake system
● General
The air intake inertial separation system is designed to supply enough air required to engine under different
operation conditions, and to supply clean air to engine compressor by discharging ice, snow and other
foreign objects through the bypass of the air intake so as to ensure operational safety and improve the
engine's service life.
The air intake inertial separation system consists of mechanical and electrical two subsystems.
Mechanical subsystem consists of inertial separator and driving assays. (see Fig.10-2).

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Fig.10-2 Air intake inertial separation system

1. Bracket; 2. Rocker arm; 3. Pull rod;

4. DG-25D motoreducer; 5. Bracket; 6. Turn buckle;
7. Guide sleeve; 8. Cable; 9. Pulley;
10. Bracket; 11. Pulley; 12. Spacer;
13. Spring; 14. Hook; 15. Bypass door;
16. Shaft; 17. Deflector; 18. Pull rod;
19. Rocker arm; 20. Bracket; 21. Rocker arm;
22. Shaft; 23. Screen.
The electrical subsystem consists of circuit breakers (A2, A18), control switches (31Q, 32Q) etc.The circuit
breakers are located on the upper power distribution control box in the cockpit, the control switches are
located on the central control pedestal, and the motoreducers are located in the engine nacelle.
● Operation principle
When the aircraft is under the conditions of foreign matters such as ice, snow etc., the "inertial separation"
control switch (31Q, 32Q) on the front switch board on central control pedestal in cockpit shall be switched

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to "Down" position, the motoreducer (33Q, 34Q) will be on, within 2--3 seconds, the motoreducer pull-rod
drives the defector and the bypass vane through rocker arm and cable to lower the deflector to a position of
max. angle and the bypass will be at fully open position, the corresponding caption such as LH or RH
DEFLECTOR DOWN” on the signal panel shall come on. This indicates the inertial separation system works
normally. At this time, the clean air flows into engine, while foreign matter with certain mass will be driven
out of the nacelle by the bypass airflow under the effect of inertial force.
When the aircraft leaves the environment of foreign matters, the "inertial separation" control switch (31Q,
32Q) on the front switch panel of the central control pedestal in cockpit shall be switched to "up" position.
Motoreducers (33Q, 34Q) will be on. Pull-rod of the motoreducer will drive deflector and bypass vane
through rocker and cable to retract the deflector to zero position within 2--3 seconds, and the bypass vane
will be at closed position. The corresponding caption such as “LH or RH DEFLECTOR UP” on signal panel
comes on, indicating the inertial separation system stops operating.
10.4 Ignition system

● General
The ignition system is designed to generate, supply, distribute and control the current to generate sparks to
ignite the combustible gas in the combustion chamber of the turbo-prop engine. The L.H and R.H engine has
its own separate ignition system. The main components of ignition system consist of : One spark-type
ignition oscillator; Two ignition control relays; One " Manual - Auto " ignition change-over switch; One start
button; One ignition circuit breaker.
● Operation principle
The ignition can be divided into two conditions: Auto ignition and manual ignition. The ignition principle for
LH and RH engine is the same. Take left engine as an example (see Fig.10-3).
Auto ignition
Close left engine igntion circuit breaker (C6), set manual-auto ignition change-over switch (3k) to "Auto"
position, and complete all the necessary operation procedures for starting the left engine. Press left engine
start button (1K), when the Ng of the engine reaches 12%, push the fuel condition lever so that the
microswitch controlled by the fuel condition lever de-energizes excitation of left engine No.2 ignition
control relay (11K). And No.1 and No.2 contacts are closed to energize the left engine No.1 ignition control
relay (7K). No.5 and No.6 contacts are closed to energize the power supply of the left ignition oscillator
(9K), which generates hi-pressure pulse voltage to ignite the combustible gas in the chamber of the left
engine.
Manual ignition
Because left engine ignition circuit breaker (C6) has been closed on the ground already, only "manual-auto"
ignition change-over switch (3K) is set to "Manual" position for manual ignition. Left engine No.1 ignition
control relay (7K) is energized, and its No.5 and No.6 contacts are closed, then power supply of the left
engine ignition oscillator (9K) is energized, which generates hi-pressure pulse voltage to ignite the
combustible gas in the chamber of the left engine.

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Fig.10-3 Electrical schematic diagram of engine ignition system

10.5 Starting

General
Y12E aircraft installs two PT6A-135A turbo-propeller engines, which are started by 515-340 starter
generator, namely electrical starting. After 515-340 starter generator is energized, its output shaft generates
driving torque which drives PT6A-135A turbo-propeller engine rotating. When Ng reaches 12%, ignition
starts. When Ng reaches 52%, starting process completes. The starter functions as a generator and is
transferred from driving to slave.

Composition
The main components of starting system consist of:
Starter generator;
Two voltage governors;
Starting/generating changeover contactor;
Starting button;
Starting circuit breaker
There are two sets of the above electric components on the aircraft, each set works with one engine to form
an independent system without interconnecting.
The component layout on the aircraft (See Fig 10-4)

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Fig 10-4 Starting System Layout

See the following Note of Fig.10-4 for detail:

Operation principle
The starting power supply may derive either from the external power, battery or the other starter generator.
The starting principle of the L.H and R.H starter generator are the same. Let ’s take the L.H starter generator
as an example. (See Fig 10-5)
Close the starting and ignition circuit breakers (C3) and (C6) and set the AUTO-MANUAL ignition
changeover switch (3K) of the LH engine to AUTO position (see Chapter 74). Press the starting button (1K)
of the LH engine, the left starting generating changeover contactor (55P) will excite, close and change over
to the starting circuit; meanwhile, the exciter coil of the main contactor (31P) is energized so that the main
contactor is closed and the starter generator resistor is energized. Press the starting button and activate the
No.2 starting relay (5K), the starter generator will begin to operate. When Ng reaches 12%, push the power
lever, a micro-switch controlled by power lever will cut off the exciting circuit of No.2 starting relay (5K),
the ignition circuit will be energized and will ignition starts (see Chapter 74). The gas turbine of the engine
will keep accelerating and until Ng reaches 52%, release the starting button and the LH engine is started.

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Fig 10-5 Electric Diagram of Engine Starting

Note of Fig.10-4

Code Description Location

Starter/generator changeover contactor of LH On the firewall in the LH engine

55P
engine compartment
57P Left starter generator On the LH engine
No.2 starting relay of LH engine In the power distribution box of the LH
5K
generator

26P Right voltage regulator On the right side between Frames 7 to 8

1K Starting button of LH engine On left power lever
2K Starting button of RH engine On right power lever
C17 Starting circuit breaker of RH engine On the overhead distribution box
C3 Starting circuit breaker of LH engine On the overhead distribution box
58P RH starter generator On the RH engine
Starter/generator changeover contactor of RH On the firewall in the RH engine
56P
engine compartment
Starter/generator changeover contactor On the firewall in the RH engine
22K
continuous current diode of RH engine compartment
32P Main contactor of right generating system In the RH generator distribution box
31P Main contactor of left generating system In the LH generator distribution box
6K No.2 starting relay of RH engine In the RH generator distribution box
25P Left voltage regulator On the left side between Frames 7 to 8

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No.2 starting relay continuous current diode of

13K In the LH generator distribution box
LH engine
No.2 starting relay continuous current diode of
14K In the RH generator distribution box
RH engine
No.1 starting relay continuous current diode of
19K In the LH generator distribution box
LH engine
No.1 starting relay continuous current diode of
20K In the RH generator distribution box
R.H engine
Starter/generator changeover contactor On the firewall in the LH engine
21K
continuous current diode of LH engine compartment
C6 LH engine ignition circuit breaker On the overhead distribution box
C14 RH engine ignition circuit breaker On the overhead distribution box
Main contactor continuous current diode of the In the power distribution box of LH
33P
left generating system generator
Main contactor continuous current diode of the In the power distribution box of RH
34P
right generating system generator
In the power distribution box of LH
1P LH power distribution bus bar fuse
generator
In the power distribution box of RH
2P RH power distribution bus bar fuse
engine
PP1 L.H generator bus bar
PP2 R.H generator bus bar
The left power lever on the central
23K Starting micro switch of LH engine
pedestal
The right power lever on the central
24K Starting micro switch of RH engine
pedestal
25K Fuel return solenoid valve of LH engine In the LH engine compartment
26K Fuel return solenoid valve of RH engine In the RH engine compartment

10.6 Control system

● General
The engine control system functions to control the engine power, the fuel condition and the propeller, and
mainly consists of the central control console and control linkage system, a combination of flexible and
rigid（or semi-rigid） controls are used in this system.
■ Control linkage system(see Fig.10-6)
The layouts of left and right engines control systems are almost the same. Control linkage from the control
console to engine firewall is flexible control consisting of cable and pulley. The pulley bracket is made of
cast aluminum material. Fire resistant paint should be applied to the pulley brackets on the firewall. Control
cables run in a loop. There is turnbuckle consisting of lug fitting and thimble on each piece of cable to adjust
cable tension.
There is a sliding plate assembly on each power and propeller control linkage between frames 9 and 10 of the

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fuselage, which consists of bracket, sliding rod, sliding block and AK1-1 microswitch. This sliding plate
assembly functions to control propeller reset warning light. There is a sliding plate assembly on each left and
right power control linkage to control autofeathering system.

Fig.10-6 Diagram of control system for engine and propeller

1. Firewall power control pulley blocks;
2. Firewall fuel throttle control pulley blocks;
3. Upper pulley blocks on the skin of fuselage;
4. Pulley blocks at frame 12 of the fuselage;
5. Propeller control lever; 6. Upper pulley blocks at frame 8 of the fuselage;
7. Cable; 8. Side pulley blocks at frame 8 of the fuselage;
9. Throttle lever; 10. Power lever;
11. Propeller lever; 12. Pulley blocks at frame 5 of the fuselage;
13. Middle pulley blocks at frame 8 of the fuselage;
14. Propeller control pulley blocks; 15. Sliding plate assembly.

■ The control console (see Fig.10-7)

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The central control console is installed between the pilot and copilot in the cockpit, it is used for fixing
engine control mechanism by which the pilots can control the engine power, the fuel condition and the
propeller.
Two rows of electrical switches (1) are installed on the front panel of central control console, rudder trim tab
switches (13), aileron trim tab switches (12), fuel pump test button (11) and flap switches (6) are installed on
rear panel, in addition, AKD2-1 microswitch is installed on the middle-rear panel of the central control
console (see Fig.6), it functions to change the starter generator from compound excitation to series excitation
during starting the engine.
The control console housing (9) is made of aluminum alloy sheets and sections connected by the rivets and
screws, there are access panels (10) at its both sides to facilitate installation and maintenance. All control
followers inside the control console are connected by three pieces of long shafts.
The power lever (2), fuel condition lever (3) and propeller lever (4) are located at middle arc cover plate of
the control console surface, these three levers are connected by one long shaft, one set of friction lock (7) is
installed on the power lever (2) and propeller lever (4) respectively to prevent the power lever (2) and
propeller lever (4)
from sliding accidentally. Position limit of the fuel condition lever (3) is controlled by position limit part (2)
installed on the main shaft through which the fuel lever is controlled at corresponding operation position.

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Fig.10-7 Central control pedestal

1. Electrical switch; 2. Power lever; 3. Throttle lever;
4. Propeller lever; 5. Limiter for flap 10 position;
6. Flap switch; 7. Friction lock; 8. Fixing bolt;
9. Control pedestal casing; 10. Access panel;
11. Fuel pump test button; 12. Aileron trim tab switch;
13. Rudder trim tab switch.
■ Operation and description
Engine power, fuel condition and propeller are controlled by three groups of control levers(power lever,
propeller lever and throttle lever ) on the central control console through the linkage.
In order to prevent from the self-shifting of the power lever in flight due to vibration, one friction lock is
fitted to the inside of central control console, the friction force is applied to the control lever and once
operation position of the power lever is selected, the force applied to the lever makes the power lever
position so that the power lever shouldn't be moved to change power due to vibration.

CAUTION: Applying grease to the cable on the pulley is strictly forbidden to prevent from
contaminating the dirt and increasing the friction force and wires breaking.
■ Power control (Figs.10-8)
Power system is controlled by the power lever on the central control console, two
levers are normally controlled simultaneously so that the both engines can operate in
agreement. The power lever is connected to the pulley on the firewall through the linkage and controls the
fuel control unit rocker arm to supply the fuel to engine, and control gas generator speed to define the power
condition, the power lever can operate the engine from idle to maximum take-off or from idle to reverse to
control engine power output and reverse pitch.
CAUTION: IT IS FORBIDDEN TO PULL THE POWER LEVER INTO REVERSE WITH THE
ENGINE SHUTDOWN.

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1. Power lever
2. Position limit part
3. Front stop screw
4. Rear stop screw
5. Arc cover plate
6. Power lever handle
7. Microswitch WWK-1

Fig.10-8 Power lever assembly

The opening for arc cover plate of power lever (5) is 68°+6°, there is a stop screw (3, 4) at each end of the
opening, when adjust the control, opening range can be adjusted for large or small. There are three power
settings: maximum, idle and maximum reverse, the power is increased when push the power lever forward,
and power is decreased when push the power lever backward and enters into the reverse after passing through
the idle position and power increases to maximum reverse. In order to prevent the propeller from entering
into the reverse inadvertently, power lever position limit part (2) is fitted in the power lever structure on the
central control console, this position limit part can make the propeller enter into the reverse only in idle
position by lifting and pulling the power lever handle (6) to upper dead point then triggering the handle and
then pulling the power lever (1). Entering into reverse is indicated by micro-switch WWK-1.
■ Propeller control (see Fig.10-9)
The propeller lever is connected with the pulley on the firewall, control propeller governor through push-pull
cables, thus control propeller speed, there are two main operation positions: feathering and maximum.The
opening of the propeller lever is 50°+6°. There is a stop screw (3. 4) at each end of the opening for adjusting
the operation range of the governor. When operate, push the control lever forward to enter into full-speed
position, in order to prevent from in advertent feathering during operation, one propeller lever position limit
part (2) is fitted in control console, when feathering, propeller lever (1) must be lifted and beyond the
shoulder, then pulled to feathering position.

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1. Propeller lever;
2. Position limit part;
3. Front stop screw;
4. Rear stop screw;
5. Arc cover plate.

Fig.10-9 Propeller lever assembly

There is one sliding plate assembly fitted in the left propeller linkage system, micro-switch AK1-1 in the
sliding plate assembly is connected in series with micro-switch in the right power lever linkage and propeller
reset warning light, the reset warning light is installed on the signal panel and indicates the low speed
position of propeller, it must be pushed to maximum before use reverse. If Ng speed of the right engine is
lower than 75%, and speed of left propeller lever is lower than 91%, then this light illuminates.
■ Throttle control

1. Throttle lever;
2. Position limit
part;
3. Microswitch
10-14 AKD2-1;
4. Arc cover plate.
HAIG Y12E AIRCRAFT TRAINING MANUAL
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Fig.10-10Throttle lever assembly

Two condition levers (1) are installed on the arc cover plate of central control console (4), there are three
operation positions: shutdown, low idle and high idle, the opening of condition lever is 42°, when operate,
the fuel condition lever is lifted and pushed forward and it enters into low idle and high idle respectively, the
handle can be pushed forward only lifted it to the groove channel of condition lever position limit part (2), it
automatically enters into the operation position after pushing to operation position due to spring action, if
need to be back to the shutdown position, then lift the condition lever (1) again and after entering the groove
channel, pull the condition lever backward, then enters into the shutdown position. The step below the
condition lever is just near to the microswitch (3) at this time.
10.7 Engine instruments
The engine instruments consist of gas generator tachometer, torque meter, interturbine temperature indicator
and magnetic detector.
■ Gas generator speed indication system
Gas generator speed indication uses a gas generator tachometer system composed of a speed indicator 8140-2
(percentage indicator) and a speed sensor AG-44A. The speed indicator 8140-2 is a single-pointer indicator
with a measurement range of 0-110% and when its pointer points to 100%, the rotational speed of the gas
generator is 37,500 rpm, and the rotational speed of the speed sensor AG-44A is 4,200 rpm.

Colour marks on indicator:

At 50% - 101.5%: Green arc
At 101.5%: Radial red line

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Fig.10-11 Gas generator tachometer indicator

■ Torque indication system

This system consists of Y12E-7701-40D torque indicator and 418-14064 torque sensor. The function of this
indicating system is to measure the torque that the engine output to propeller. The torque indicating system
operates on single-phase, 400Hz, 26VAC power, and its circuit is protected by fuse, its sensor senses the
pressure change and provides it to the indicator in inductance amount change.

Colour marks on indicator:

0 - 1540 lb.ft: Green arc
1540 lb.ft: Radial red line

Fig.10-12 Torque meter indicator Fig.10-13 Interturbine temperature indicator

■ Interturbine temperature indication system

The system consists of a inter-turbine temperature indicator Y12E-7701-40A; eight parallel-connected
nickel-chrome, nickel-aluminum thermocouples (supplied with the engine); a resistance regulator 8T851B3
and two pieces of connecting wires: 3199721 (4m), 3199720 (7m). Inter-turbine temperature indicating
system is used to measure inter-turbine temperature.
The measuring elements of this system are thermocouples generating very-low thermoelectric potential and it
is therefore necessary to regulate the resistance of external circuit into a constant resistance 8±0.05Ω by
means of a resistance regulator 8T851B3.
Colour marks on indicator:
At 400 - 695C: Green arc
At 695 - 725C: Yellow arc line
At 725C: Radial red line
10.8 Exhaust system

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The engine exhaust system of Y12E aircraft is used to discharge engine exhaust gas after combustion into
atmosphere. The engine exhaust system is located at frame 4 of engine nacelle and each engine has two
exhaust ducts on the left and right sides. The exhaust flow from the exhaust duct is parallel to the horizontal
central line of the engine. The difference in height between the right and left exhaust ducts on the same
engine is 37mm . There is a clearance of 16-20
mm between exhaust duct and engine nacelle
cowling to ensure good ventilation. (see Fig.10-
12)

The exhaust system consists of the following parts: Exhaust duct (6), butt washer (4) and installation bolt (5).
It is allowed to repair the dent which can be flattened and can not produce wrinkle or crack, and it is also
allowed to flatten the dent whose depth is 1mm and diameter is more than 10mm .

Fig.10-14 Installation of engine exhaust duct

1. Cotter pin; 2. Nut; 3. Washer;
4. Butt washer; 5. Bolt; 6. Exhaust duct
10.9 Oil system

● General
Each engine of Y12E aircraft has an independent oil system.
It’s functions to circulate oil under a certain temperature and pressure to the friction surfaces of components
inside the engine and take away heat and metal chips resulted from friction, reducing the wear of
components and protecting parts from damage due to overheat of friction so as to reach the purpose of
cooling and lubricating. The oil used in Y12E aircraft is MOBIL-II, which is recommended in PWC service
bulletin (SB) No.1001. And the oil should be changed periodically according to the operation condition to
insure good lubrication of engine. See chapter 72-20-00 in engine maintenance manual for detailed change
procedures.
● structure and compose
The oil system consists of two parts: the engine internal oil system and the external oil system. The external
oil system has three main parts. The first part is an oil cooler, the second part is a pipe line, the third part is
an oil indication system, see Fig.10-13, The cooler part, pipe part (not including breather pipe assembly) in
external oil system, and oil temperature transducer, oil pressure transducer, and oil pressure signalyzer in
indication system are all installed in engine nacelle, which can be seen while opening the lower cowling; and
the breather pipe assemblies are installed on the wing rear beam, and along the rear beam to the wing tip.
The oil temperature pressure indicator, "low oil pressure" warning light, "metal chips" warning light for
indication system are installed on the instrument panel in cockpit. Oil cooling is mainly achieved through oil

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cooler. The cooling air required for the oil cooler is introduced through the flush scoops on either side of the
engine nacelle. And the cooling air enters into the cooler through front inlet duct, then discharged overboard
through cooler rear outlet duct from the lower part of engine nacelle.
The internal oil system

is an integral part of engine. The details are specified in engine manual. The external oil system is described
mainly in this section. see Fig.10-16

Fig.10-16 External oil system of engine

1. Oil temperature transducer; 2. Oil pressure transducer;

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3. Pipe; 4.Breather pipe;

5. Oil pressure signalyzer; 6. Oil inlet hose;
7. Oil breather hose; 8. Breather pipes;
9. Oil return hose; 10. Rear outlet duct of cooler;
11. Oil cooler; 12. Front inlet duct of cooler;
13. Cooler rear bracket; 14. Cooler front bracket.

Fig.10-16 Internal oil system

● Operation principle
While the engine is operating, the oil is sucked out from the oil tank (1) under the action of the oil pressure
pump (11) and delivered through oil filter (14) to the reduction gearbox, accessory gear box, No.1 bearing,
No.2 bearing, No.3 bearing, No.4 bearing etc. of engine for cooling and lubricating. At the same time, oil
temperature transducer (24), oil pressure transducer (25), and oil pressure signalyzer (23) sense filtered oil
temperature, pressure values and displayed through "low oil pressure" warning light and oil temperature and
pressure indicator (18) on instrument panel. Used oil is returned from every part of engine by two compound
oil scavenge pumps (6) (7) and (8) (9), and enter into oil cooler (22) through oil scavenge hose (21) for
cooling down. The cooled oil goes through oil inlet hose (19) into breather (2), and the vapor separated by
breather (2) is discharged through breather pipe (3) to the accessory gearbox, and the vapor from every
operating part of the engine is also discharged to accessory gearbox. The oil vapor will be discharged
overboard by centrifugal breather (5) through the breather pipe (20) of oil system.

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Fig.10-17 Schematic diagram of oil system

1. Oil tank; 2. Breather; 3. Oil tank breather pipe; 4. Oil filler and dip stick;
5. Centrifugal breather; 6. Scavenge pump for No.2 bearing;
7. Scavenge pump for accessory gearbox;
8. Scavenge pump for power turbine bearing;
9. Scavenge pump for reduction gearbox; 10. Bypass valve;
11. Oil pressure pump; 12. Minimum pressure valve; 13. Oil tank drain port;
14. Oil filter and check valve assy; 15. Check valve;
16. Torque measurer of oil control ; 17. Low oil pressure warning light;
18. Oil temperature and pressure indicator; 19. Oil inlet hose;
20. Oil system breather pipe; 21. Oil scavenge hose; 22. Oil cooler;
23. Oil pressure signalyzer; 24. Oil temperature transducer;
25. Oil pressure transducer; 26. Magnetic chip detector;
27. "Metal chips" warning light.

● system component
■ Oil cooler
The oil cooler is designed to cool the hot oil coming out from the engine down to the operating temperature
range specified for the engine so that the engine is properly lubricated and cooled under various operating
conditions.
The oil cooler is installed at the aft lower part of engine and fixed on the engine by cooler front and rear
brackets. The oil cooler mainly consists of casing, air cooling fins with louver, flange, oil outlet, oil inlet and
thermostatic control valve.
The function of thermo-static control valve is that when the oil temperature is too low, the thermostatic
control valve opens and the oil by passes directly into the oil tank, no via oil cooler. When the oil
temperature is higher than 27°±3°C (80±5°F), the thermostatic control valve begins to close automatically,
and the oil starts to flow through the oil cooler. When the oil temperature reaches 71±3°C (110±5°F), the

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thermo-static control valve closes completely and the oil passes through the oil cooler completely.
■ Oil filter
The oil filter assembly consists of a removable alloy filter housing, a spring-loaded bypass valve and a check
valve. The oil filter assembly is installed in the compressor inlet case at the 3 o'clock position and retained
by the filter cover secured to the inlet case by four self-locking nuts. The inner end of the filter housing
locates in the oil pump support boss and is sealed by a preformed packing.
Pressure oil from the oil pump passes through holes in the housing, lifts the check valve off its seat and flows
into the filter housing. Oil then passes through the filter element into the center core and out into cored
passages in the inlet case. Any extraneous foreign matter in the pressure oil is deposited on the outer face of
the filter element.
● Oil indication
The oil indicating system consists of oil temperature and pressure indication, minimum oil pressure warning
and chips warning for monitoring the operation of the engine oil system.
■ Oil temperature and pressure indication
Measurement range of oil temperature：-40～150°C; Measurement range of oil pressure: 0～150 lbf/in2
■ Minimum oil pressure warning
An oil pressure signalyzer is installed in each oil system. The oil pressure signalyzer is a warning device to
monitor the minimum oil pressure, and is connected by wires to the red indicator - "L.OIL.P" and "R. OIL.

P" on the warning panel in the cockpit. When the engine oil drops below 3 kgf/cm2, the circuit closed,

and the indicator light comes on. When the engine oil pressure increase to 3 kgf/cm2, the circuit is
opened, and the indicator light goes out.
■ Oil Chips warning
A magnetic chip detector is installed in each oil system. The magnetic chip detector is a device to detect the
content of chips in oil, and connected by wires to the "L. CHIP" "R. CHIP" warning light on the warning
panel in the cockpit. When there are chips in oil of engine reduction gearbox, these chips will be attracted
onto the magnetic detector, as the content of chips accumulated to a certain level, the magnetic chip detector
is energized, and the "L. CHIP" or "R. CHIP" on warning panel comes on, then warning is given out.
The magnetic chip detector is installed at 6 o'clock position on the engine reduction case, and it is a
component furnished with the engine.
10.10 Compressor washing
A compressor wash ring is provided near the air intake screen of PT6A-135A engine for Y12E aircraft and a
pipe is connected to the side skin of the engine nacelle. The pipe is provided with a water injection connector
with M14x1 thread at the skin fixing position. Usually, the water injection connector is covered with a
blanking cap. When the compressor is required to wash, the blanking cap can be removed and a pipe of wash
rig is connected to the connector for washing operation.
Compressor washing is divided into two types:
(1) Desalination wash
Only washing conducted to remove salt deposits is referred to as "desalination wash". In general the
desalination wash is required when aircraft fly within 10 km from coast.
(2) Performance recovery wash:
Only washing conducted to remove smoke and dirt deposits for improving engine performance is referred to
as "Performance recovery wash". This wash is carried out on engine condition monitoring and not used

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POWER PLANT CHAPTER 10

frequently.
(3) General wash of compressor
The general water wash of compressor is conducted when the engine interturbine temperature (ITT)
continues to be higher for some time or there is more carbon deposits in the exhaust pipes.
For recommended wash schedule, see table 1.

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