PT6A Turboprop Engine Demonstrated
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- čas přidán 7. 08. 2013
- Patrick demonstrates for TomsAviationWEB and its viewers the main concepts of how a Pratt & Witney Engine works. Patrick is not a vendor but nobly contributed his knowledge. Thanks Patrick.
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Now, at last, I understand a lot more about turboprops. Brilliant, and thank you.
This is exactly how I was taught as a mechanic. Great explanation.
Great video, detailed and clearly explained. Thanks!!!
Beautiful model
Very nice presentation
Cutaway model cleared many doubts
Thanks for the video
Great video, using it for my ground training for the King Air 200!
Thanks for your nice explanation clip - "Happy Landings!"
Thanks for the vids... good for basic understanding of turboprop with reverse flow intake. :D
Thanks so much for such a lucid explanation
Great demo! Thank you.
That’s one superior engine right there!
Excelent, thank you. Cheers from Mx
Harv's Air brought me here!
Aaron is a beauty
Same!
Finally someone who explains this.. gees. Its soo hard to understand if this is your first turbine you are flying
Wow very informative - thank you!
Great video
Thanks for the vid!! May I download it and use it for educational purpose, and add Spanish subs?. Thank you!
Hey there! Great explanation buddy thank you very much. I need to do a PT6 Starter Generator course to improve my knowloge about it and certificate. Any course sugestion? Thanks alot!
Fantastic Engine
Excellent bro
wonderful engine
Please explain to me how the propeller interface unit, from where it's located, can change the angle of the blades on the prop to slow down its rotation? In your video the PIU is in front and on top, but there is no propeller. If the prop was there, and if it was turning, how in hell are the blade angles on the propeller changed from where the interface unit is, without a mechanical linkage of some sort?? Just asking... good teaching video , i enjoyed it.
He never got to what a free turbine is. Front and back are independent of each other. Not connected. I did not realize that part of the hot section is connected to the cold section, and that the power producing section reverses rotation. I wonder if there is some advantage to that reversal?
What type of oil tank is it?? .Wet sump or dry sump?
Great video. Thank the chick in the chair for me.
Pma means permanent magnet alternator = power for fadec and prop control
Nice!!
Great
Aviation Exam comment section brought me here ;) Thank you for the video
We are developing an advanced, ultra-efficient, low cost, power dense turbo-engine to power our personal air mobility platform - the PersonalJet©
So its like an automatic transmission for airplanes, torque converter and everything
In a pusher application I assume the engine is mounted front to back with a reversed prop? What is the benefit of changing direction in flow between gas generator section and power turbine section?
+Richard Muller It's similar to how a helicopter wants to twist in the opposite direction to its main rotor (necessitating a tail rotor). Each section of the turboprop engine spins at such a high speed it wants to twist the engine in the opposite direction. This twisting (or torque) would destabilize the airplane. The free turbine section spins in the opposite direction to offset this twisting force. It is possible here b/c there is no mechanical connection between the gas gen and power turbine sections.
there is none..in fact there are losses.. but maybe its easier to take apart.. beats me
thats just stupid,, turbos have been doing that very torquey thing for 100 years with zero complaints
in fact counterrotating veins is a lot more complicated and problematic..someones drinking too much aviation koolaid
I'm really curious why they don't design this turbine following the airflow, any advantages sucking in the air from the back and blowing it out to the front?
+Howard Wang Actually taking air from the back helps to prevent picking up large particles/debris in the air
+Mohamed Acyl but it doesn't pick the air in from the back. The propellers in front suck air in from the front. Watch the video again. The Debris etc will be caught in the inlet screen
+Howard Wang Conventionally, turboprop engines have "multi-shafts" where the power shaft is offset and connected through a gear set to the compressor shaft. This allows a typical airflow under the prop and through the engine but is a much more voluminous package and is therefore a much heavier design.
To save weight and increase efficiency, Pratt & Whitney uses two in-line "split-shafts" and a different, "epicyclic" gearbox setup. This requires the power shaft to be at the front of the engine, attached to the prop, and therefore requires the exhaust to be at front also.
Pratt & Whitney introduced this design in the 60s and the PT6 acquired an extraordinary reputation of dependability in the turbo prop and turbo shaft world. Other manufacturers like Allison and Walter use this design in some of their models too.
+FIFA Lords & Legends i dont know where you got the information, but I fly the DHC-600 100/200/300 series for Trans Maldivian airways..Yess the nasal inlet of air is infront of the engine...but that air goes and enters the engine through the back, large debris are deflected with the help of deflectors inside cowl of the engine... The screen only filters small debris...
Mohamed Acyl
I misread his comment there about the airflow but the debris part i took from the video with the screen and all. thanks for correcting me though
What's the hp ?
I understand everything (pretty much) except for that unit near the end that he say controls the rotor rpm. I would have thought would surely only be controlled by the turbine/compressor shaft speed entering the planetary gearbox? Also, the compressor side does not compress incoming air by having it go through smaller spaces. This would have been a good place to give people a brief description about how axial compressors compress air with the stater blades increasing air pressure from the rotating blades giving air increased velocity and that velocity is transferred to pressure by the stater blades (well that's my understanding of how the compressor section works anyway)
It is called a governor, and it changes the blades AoA (finer or more coarse) to increase or decrease torque, which in turn matches the rpm to the desired input. Turbine prop jobs have variable pitch props to increase efficiency (by matching prop AoA) for optimal performance
@@maxvandyke1831 Thanks Max, that helps me get some more terms to look up to increase my understanding. It's hard to learn this stuff without knowing the terms to look up.
It's genius is the non coupled hydrostatic transmission..Allowing for better efficiency. As the rear part is not coupled to the propeller input shaft.
Its important to reduce after take off Throttle before Rpm or never mind ? and why?
When you reduce rpm, the torque will increase. So just keep a close eye and don't over-torque the engines. If you are close to max torque for takeoff may need to reduce power slightly before rpm.
Torque and engine loading are used in aero parlance incorrectly.When you say 'over torque' you mean overload.Any machine that generates rotary motion (torque)can be overloaded.In gas turbines as in piston engines there is an rpm which gives mamimum turning force or torque.This is usually best speed to run the engine at.The propeller is the load and as most propellers are run at most efficient speed(a constant)engine load is therefore determined by blade pitch angle.Sudden change off pitch can quickly overload (over torque)or unload the engine.These sudden conditions changes are to be avoided in normal operation.Engine loading is usually kept constant by the automatic pitch control unit.
What are the advantages of turboprop over turbofan? Turbofan seems to have less moving parts and doesn't need reduction gears/transmission?
If we talk about the same amount of thrust beeing delivered by an engine, then it's more economical to accelerate a large amount of air just a little bit, rather than accelerating a small amount of air a lot. So a turboprop would be "better" than a fan- oder jet-engine, but in all cases, the output airspeed must be higher than the input one. At the end, a turboprob works best up to ~650km/h, than a turbofan works more efficient up or close to speed of sound. If you still want to go faster, than a turbojet would be the best choice.
sc0tte1 Turbofan are engines designed for jet operation in higher altitudes. Turboprops are for aircraft that fly not as high as jet aircraft but not as low as the small ones. Turbofan fuel consumption would be much higher and not cost effective.
PEOPLESX Even faster with Ram air jet
+sc0tte1 Modern Turbofans are vastly more complex than a turboprop like this.
+PEOPLESX Then if you want to go ever faster Ram air jet SR-71 system is the best choice,
hp means High pressure
This Jet Engine (PT 6 A ) Is Best ( Power Output, 97 % ) Very Savety To Used For Flight Engine ( Include Commercial Jet Plane ) , Appriciate To The Produsent Industry, - God Bless All, - Thanks All, ..... Cheerio.*****.
For a video, the speed of the hot and cold sections in the model, is too fast for my liking. Optical illusions are common with rotating components and at first look it appears unclear whether it is an optical illusion, or the shafts are spinning in opposite directions. Eventually it becomes clear the latter is occurring, but by that time the viewer has missed the description of the gas flow path and ultimately how the engine actually works.
The compressor and turbines need slowing down and the reverse direction of the hot and cold section shafts need to be explained at the time the air begins the combustion cycle.
they are spinning in opposite directions
that is optical illusion based on frame sampling rate of the video. You often see props synching with the frame rate and appearing to stand still and then go backwards during ground ops.
Hey where can I get one of these FREE turbines?
Power ?
Good model to make Digital twin of GT
Howard Wang the design is such that the engine does not take up space. imagine if everything is spaced out according to the nature of flow.
That is why the gas path is routed around the engine core saving in space using the Principles of venturi effect (Aerodynamics and Physics) to create the required pressure in such a short space.
doesnt save space and makes it harder to work on
aerodynamics and physics say action and reaction.. youre turning the flow around twice..youre silly
this is what both GE and pt have decided obviously..85% of propulsion comes from the prop in convention turbos.. theyve decided to increase that and decrease the turbo gas 15%... theyve ELIMINATED the ultra HOT section..ok thats good.. makes engines last longer.. but they AINT getting 110% of the same power.. theyre getting 95% and an engine that lasts 2000 hours longer per overhaul..ok i can understand that
the rest is hype
how much would a pt6a-21 set you back?
100k
that's not too bad some of the new piston engines are that much
Yes.. and how many of them give you around 750 to 800 hp ?
I thought the 21 had 550 hp?
A -21 is crap. it’s on King air c90 only. They cost around $300 to $450 new.
Mount that engine on a Skyhawk and I'll be all set. ;) (To tear the wings off that is)
Well, it has been mounted on a Skywagon :)
Hahah a Skywagon? Try a Skylane ;)
coo.
Would love, if AviationExam would have explanation videos like this instead of the endless novel-like copy-paste “explanations”. Literally everyone could finish with ATPLs in half time.
Its a question database and no oxford literature
Do a Garrett [oh excuse me, Honeywell] 331 and explain why they are so much better.
Better in which way, SFC, Shp, TBO....ease of maintenance, time in wing, modularity not cost?
pause at 4:47
+FIFA Lords & Legends Thank you, my friend. That was a small, yet valuable service you provided. ;)
DedhedWaldo
LOL
hahaha
Your a champion, well done.
I have a degree from American Jet School.Top student. Pratt & Whitney Hartford Connecticut wanted to hire me and United Airlines In LA maintenance Depot wanted to hire me .I was pursuing my degree in Mechanical engineering at the time from Purdue university
dammmmmmm whos the chick at the start??
haha was waiting for someone to notice
The PT6 originally developed in the 1950’s is assuredly off patent. Why hasn’t another company started building one?
Asian voices in the background are hilarious
Mereka
Ku
Probably the best thing you can do with ~$1M. Spend the change on some kerosene.
Free energy compressor AIR=GAS engines.
Too much background noise
Didn’t define “free turbine.”
Means the turbine is not connected to the compressor (hence the opposite turn rotation)
@@maxvandyke1831 Yes, I know what it means, just pointing out that, at the beginning, he’d say what it means but never did. My airplane has single shaft turbines, quite different.
a reverse air turbine..how silly
Would rather have you keep the camera on the chica... butt, whatever
Stopped watching at 1:22... I was waiting for the "very knowledgeable" presenter to describe some part of the turbine as the thingy. The PT6 engine is one of the most used engines in turboprops in the world.