Pratt and Whitney PT6A Turboprop Engine

A Research Paper
Presented to the Faculty of
Negros Oriental State University
Aviation Department
Dumaguete City

In Partial Fulfillment of the Requirements

For Gas Turbine Engine 2

BANUA, KYLE VJ V.

MM/DD/YY
 INTRODUCTION
The PT6A is the famous engine that is built through generations by the Pratt and Whitney

company that is used in civil and military aviation. Over decade’s the company is the world’s

second largest commercial aircraft engine manufacturer. With this low failure rate and high time

between overhauls (TBO), operators can rely on PT6A engines to deliver consistent power and

efficiency, even in demanding conditions. The engine’s broad-based market acceptance has been

because of its simple, rugged architecture, which gives it the highest reliability, durability,

reparability and the lowest cost of ownership in its class.

Engine Description and Operation

The PT6 power plant is a free-turbine engine that is lightweight. For early model engines, the

pressure ratio ranges from 6.3:1 to 10.0:1; for the second generation, it is 10.0:1. 475–1700 SHP

power ranges are attained. The engine uses two separate turbine sections: the compressor turbine,

which powers the compressor in the gas generator section, and the power turbine, which powers

the output shaft via a reduction gearbox in bigger model engines. Because the engine’s oil system

is powered by a gas generator and lubricates every part of the engine, Including the torquemeter

and the propeller pitch control, it is self-sufficient.

*Inlet air enters the rear of the engine through annular plenum chamber formed by the

compressor inlet case where it is directed forward to the compressor. The compressor consists of

three axial stages (four on –65 an larger engines) combined with a single centrifugal stage

assembled as an integral unit. The rotating compressor blades and impeller add energy to the air

passing through them by increasing its velocity.

• Compressor delivery air can pass through annular weldments on the combustion chamber liner,

which are made of different sized perforations. The compressor turbine is driven by the gas flow

from the combustion section being deflected onto the turbine blades by a stator assembly. The

compressor turbine comprises a bladed disk assembly running in a shroud housing assembly. The

power turbine is rotated by the remaining energy in the gas flow from the compressor turbine

being deflected on to each power turbine disk by their respective stator assemblies. The airflow

enters and mixes with the fuel, changing its direction by 180 degrees. The engine’s total length

and weight are decreased since the liner is positioned outside the turbines, eliminating the

requirement for a long shaft between the compressor and the compressor turbine. Fuel is

supplied by a dual manifold, which consists of primary and secondary transfer tubes and adapters
(single on early engine types). Glow plugs inserted into the liner or the fuel/air mixture are

ignited.

• The engine’s approximate center is home to the compressor and power turbines, each of whose

shafts extends in an opposing direction. Their feature makes inspection and installation processes

easier. Twin opposing ports in the exhaust duct route the power turbine’s exhaust gasses into the

atmosphere via an annular plenum.

• Accessories powered by the engine (propeller governor excluded), On the accessory gearbox at

the back of the engine are installed the power turbine overspeed governor and power turbine

tachometer-generator. Through the use of a coupling shaft that extends the drive through a

conical tube in the oil tank’s center, these components are driven away from the compressor.

Accessories are positioned in the back, which keeps the engine clean and makes maintenance

easier down the road.

• The integral oil tank that makes up the back portion of the compressor inlet case houses the

engine oil supply. The tank comes with a drain plug and dipstick and has a total capacity of 2.3

US gallons.

Cooling and Lubrication System

The purpose of the lubrication system is to continuously provide the torquemeter, propeller,

engine bearings, reduction gears, and any auxiliary drive gears with clean lubricating oil. In

addition to conducting any foreign material to the main oil filter, where it is isolated from the oil
flow, the oil cools and lubricates the bearings. On the main engine bearings, calibrated oil

nozzles are employed to guarantee that the ideal oil flow is maintained under all operating

circumstances. Oil is supplied to the accesory section, gas generator section, reduction gearbox,

and external transfer tube via a primary pressure pump housed in the oil tank.

The cooling air from the two turbine discs disperses into the main gas stream and ultimately

reaches the atmosphere. Through the centrifugal breather, the bearing cavity leaking air is

released into the atmosphere after being scavenged with the oil into the accessory gearbox.

Pressure air is used to cool the compressor and power turbine parts and to seal the first, second,

and third bearing compartments in conjunction with air seals. The air seals are made up of two

distinct parts that work together to create and regulate the necessary pressure gradients: the outer

stationary part is made up of a series of expansion chambers, or labyrinths, that are created by

deep annular grooves that are machined into the seal’s bore, and the inner part houses a plain

rotating surface. There is a minimum space between the inner rotating and outer stationary

components of the seal that is consistent with mechanical safety. The compressor and power

turbine discs are both cooled by compressor discharge air bled form the diffuser exit zone down

the rear face of the outer exit duct. It is then metered through holes in the cover of the

compressor turbine bearing housing where it divides into three paths. Some of the air is metered

to cool the rear face of the compressor turbine disc and some to pressurize the bearing seals. The

balance is led forward through passages in the compressor turbine disc hub. Some is used to cool

the front face of the compressor turbine a portion of this cooling air is also led through a hole in

the center of the interstage baffle to the rear face of the power turbine disc.

Fuel systems
The fuel control system consists of three separate units with interdependent functions: the Fuel

Control Unit (FCU), a Propeller Governor and a Starting Flow Control. The FCU determines the

proper fuel schedule for engine steady state operation and acceleration/deceleration. The starting

flow control acts as a flow divider, directing FCU metered fuel output to the primary fuel

manifold or to both primary and secondary manifolds as required. Full propeller control during

forward and reverse thrust operation is provided by a governor package which contains a normal

propeller control during forward and reverse operation is provided by a governor package which

contains a normal propeller governor (CSU) section, a reversing valve, and a power turbine

governor section (Nf), (in early engine models this function is provided by a separate unit). The

fuel control unit (FCU) is mounted on the engine driven fuel pump and is driven at a speed

proportional to compressor turbine speed (Ng). The FCU determines the fuel schedule for the

engine to provide the power required as established by the power lever. This is accomplished by

controlling the speed of the compressor turbine (Ng).The FCU is supplied with fuel at pump

pressure (P1). Fuel flow is established by a metering valve and bypass valve system. The fuel

pressure, immediately after the metering valve is called metered fuel pressure (P2). The bypass

valve maintains an essentially constant fuel pressure differential (P1-P2) across the metering

valve. The orifice area of the metering valve changes to meet specific engine power

requirements. Fuel pump output in excess of these requirements will be returned via internal

passages in the FCU and fuel pump to the pump inlet downstream of the filter. This returned fuel

is referred to as Po. The bypass valve consists of a sliding valve working in a ported sleeve. The

valve is actuated by means of a diaphragm and spring. In operation, the spring force is balanced

valve position only, as the bypass valve maintains an essentially constant differential fuel

pressure across the orifice regardless of variations in inlet or discharge fuel pressures. An
external adjustment is provided on the bypass valve spring cover to match accelerations between

engines on multi-engine installations. Compensation for variations is specific gravity resulting

from changes in fuel temperature is accomplished by the bimetallic discs under the bypass valve

spring.

Ignition and Starting System

The ignition consists of an ignition exciter unit, two spark igniters and two shielded leads. The

exciter unit is mounted similar to the current regulator. It converts DC input to high energy

output (8KVA) via solid state circuitry comprising a series of transformers, diodes and a storage

capacitor. When the energy in the storage capacitor reaches a level equivalent to four joules, an

internal spark gap in the exciter arcs and allows the stored energy to be discharged to the igniters

through a dividing and circuit protection transformer network. The network is such that if one

igniter is inoperative, the remaining igniter will continue to function. The starting flow control

consists of a ported plunger sliding in a ported housing. Rotational movement of the input lever

is converted to a linear translation of the plunger through a rack and pinion engagement. Rigging

slots are provided at the 45 and 75 RUN positions. One of these positions, depending on the

aircraft type is used to rig the system and to identify the cockpit lever position. The engine

starting cycle is initiated with the power control lever placed in the IDLE position and the

starting control lever in CUT-OFF. The ignition and starter are switched on and, when required

Ng is attained, the starting flow control lever is advanced to the RUN position. Successful

ignition is normally achieved in approximately 10 seconds. After successful ignition the engine

accelerates to idle. For particular engine procedures on specific aircraft installations, refer to

relevant Specific Operating Instructions (SOI) or to aircraft operating Manual. During the

starting sequence, the FCU metering valve is in a low flow position. As the engine accelerates,
the compressor discharge pressure (Pc) increases, causing an increase in Px pressure. Px and Py

increase simultaneously as Px = Py during engine acceleration. The Increase in pressure sensed

by the bellows causes the metering valve to move in an opening direction.