Starting a PT 6

Quick clip about how to start a PT-6. I m aware the video is not very good, but hope fully help people to see the basic operation of a start, of a PT-6.
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[@davidoneill4859]

Nothing ruins a good video more assuredly than CG narration

[@christianbeyrend5209]

English is my second language, and I made this video long time ago. I agree with you, robotic voice is not that good. But trust me, when I made this video with the accent I had at that time, you are better off this way. Lol I am planing to make more videos on AC systems. I will do the comments myself. Thank you for watching!

[@GhostSheep96]

Sounds like an old Version of Siri xD But good explination anyway! Thanks a lot^^

[@allancopland1768]

Oh no. More ROBOSPEAK.

[@pavelavietor1]

to comical and it got the explanation erroneously presented, example, the transmission not on the front of the engine, is on the back, because the engine is installed backwards. saludos

[@alexwonner7469]

for the non initiated, still lack of a lot of explanations but better than nothing. Difficult to find a good video that explain it very clearly.

[@diegobeatrice5257]

I can explain to you how to start a turbine engine if you wish, a fly 737’s but i am typed on several jets - no turboprops but I understand how they work

[@alexwonner7469]

Diego Beatrice that will be great. I only have a PPL. But used to do medevac as the province I used to work ( in South Africa) had 1 Pilatus PC12. Used to sit on the right seat as my friend was the pilot. The starting procedure always fascinated me. That’s why I just want to understand it better. Tks

[@diegobeatrice5257]

Alex Wonner hi alex as i told you i have never flown a turboprop but i am very familiar with how a turbine engine works. So there are a couple of things you have to take into consideration when starting any turbine engine: how a turbine engine works and this its basic sections and the thermal load the engine can bear. A turbine engine is basically an internal combustion engine that transforms the chemical energy stored in the fuel in thermal energy as the fuel air mixture is ignited, and then in pressure energy as it is allowed to expand within the combustion chamber and finally in work/mechanical energy as the thermal and the pressure energy are used to drive the turbines and the associated compressors, including the prop via the reduction gear box in case of a turboprop. A turboprop is basically a turbine engine where the work from the turbine engine is used to drive a propeller. The main sections of the turbine engine are the intake at the front of the engine and designed to supply the engine with an adequate amount of air throughout the envelope and preventing any loss of energy die to any disturbances in the airflow; a compressor section - the air discharged from the intake enters the compressor section where it is compressed increasing the potential energy made available to the combustion process, bear in mind that the more air you have the more fuel you can add to it while maintaining the stoichiometric ratio, the greater the chemical energy you can turn into thermal energy, pressure energy and ultimately work!, there are two types of compressors - axial and centrifugal - driven by a coaxial turbine mounted on the same shaft; a combustion chamber where the air discharged from the compressor is fed into, mixed with the fuel metered by the so called metering section of the HMU or Hydro Mechanical Unit basically consisting of a mechanical computer based on a number of inputs including power lever, prop lever and condition lever settings, environmental conditions and bleed air load; as the fuel air mixture is ignited by a left and a right igniters - the equivalent of the spark plugs in your car - it generates a stream of hot gases blasting towards the rear of the engine driving as they go through the turbine section, the turbine driving the associated compressor including the turbine driving the prop through its own turbine, before being exhaust overboard generating additional thrust.

[@diegobeatrice5257]

Alex Wonner now the second part dealing with the actual start. Generally speaking you have to crank the engine up to the point where you have enough air to support the combustion at the stoichiometric ratio - ratio of air to fuel - and that is done by a starter mechanically connected to the compressor via a clutch and an accessory gear box or AGB - in the case of a turboprop the starter is electrical and normally it serves both as a starter when supplied with electrical power and as generator when driven by the engine via the AGB. You also have an ignition system providing the spark that fires the fuel air mixture in the combustion chamber and consisting of a so called exciter box - a device capable of converting an inout from the aircraft electrical system in a much higher output - in the 15000 to 20000 volts range - discharged via high voltage leads to the igniter. When u hit the starter switch you energize the starter cranking the engine up as indicated by an increase in your gauge showing you the compressor speed - N2 in the 737, Nh/Nl in a turboprop - until the compressor reaches a minimum value depending on the airplane where there is enough air to support the combustion at the stoichiometric ratio. As the compressor attains this value by moving the condition lever from SHUT OFF to FUEL ON, or START, or FTR depending on the design of the airplane, you introduce the fuel as reflected by an increase in ITT or EGT - your engine temperature gauge, depending at which station the temperature is measured -, as the fuek air mixture is ignited it expands, generating a stream of hot gases going to the rear of the engine driving the turbine/compressor assembly as it goes through the turbine section and then it is expelled overboard. Once the engine reaches a preset value where it becomes self sustaining- the different events of the cycle - intake, compression, ignition, expansion and exhaust take place in a continuous fashion unlike in a reciprocating engine where they occur in the combustion chamber! - and the starter is disengaged either manually reposition the switch back to off or automatically- the switch springs back by itself

[@diegobeatrice5257]

Alex Wonner second part of the start up procedure. When starting the engine you have to keep an eye on a few things that might go wrong. 1 compressor is not spooling up due to a starter shaft failure - in this case you do not introduce the fuel. 2 a wet start - ITT is not increasing within the time indicated in the manual once you introduce the fuel due to a failure of the ignition system, abort the start by returning the lever to CUT OFF and motor the engine for the time shown in the QRH or Quick Reference Handbook; 3 hot start - the ITT is approaching and/or exceeding the max temperature for starting due to sluggish acceleration cos the starter motor is not able to turn the compressor at a sufficient pace due to a low electrical power input like low battery or of you introduce the fuel below the recommended compressor speed or if the HMU malfunctions, abort the start closing the fuel and motoring the engine 4 hung start the engine fails to accelerate to the self sustaining value due to failure of HMU, abort the start cutting off the fuel and motor the engine; 5 oil pressure fail to rise within the time limit in the Afm or as the engine becomes stabilize - the engine can overheat as oil pressure is used to cool the bearings, abort the start closing the fuel and motor the engine. Besides when u hit the starter switch you must start timing as you have a time limit on the starter specified in the AFM limitation section, also take note of the time when u introduce the fuel to ensure you start counting from there for the dry motoring in case you have to abort. Hope it helps, if u have additional questions do not hesitate to ask

[@donizetesilva1088]

Donizete Braganca pt SP Brasil ✈✈✈✈✈✈✈

[@tommyphil1892]

I L I K E H E R V O I C E . . . .

[@rgbii3224]

Robotic voice is Horrible, it ruins this video. Why can’t we listen to an actual voice?

[@christianbeyrend5209]

I know, I am sorry the reason is the robotic voice is way better than my voice, When I made the video, my English and mostly my accent was terrible.

[@diegobeatrice5257]

Hi, great explanation! One question from a jet jockey with no experience on turboprops but always fascinated by them! If I understood it correctly while operating in the beta range, the torque maintained at a constant value - either low or high idle based on the setting of the condition lever in a free turbine engine, and u vary the thrust by varying the pitch angle on the blades so that is for instance you move the PL forward you increase the blade angle first increasing the mass of airflow accelerated backwards and thus as a reaction the thrust that propels the aircraft forward, and then the HMU - i assume a sort of bottom governor - increases the ff to the engine to compensate for the increase in the required torque to maintain constant value - low or high idle - to drive the prop and the accessories on the AGB and the RGB, like the generator, for instance; and vice-versa. Also my question is, why do u need a beta range while on the ground? can t u operate the prop and the engine in a normal way as when in the forward thrust regime? Thanks for sharing

[@christianbeyrend5209]

Sorry for the late response. The condition levers, is like a valve you open and close. but this valve has 3 setting, close, low idle, and high idle, the power lever also control the amount of fuel, so you can also set up a high idle with the power lever, but it is not called the same. The fuel system is complicated, I still today don't fully understand everything.

[@tommyphil1892]

Wanna start my F-14??

[@pavelavietor1]

hello you are not completely correct, is a fact you explanation is erroneous, example, the transmission is not on the front of the engine ,is on the back of the engine because the engine is installed backwards . saludos

[@christianbeyrend5209]

The PT-6 is a reverse flow. The air is taking from the back, and process toward the front. The front I guess can depend how the engine is positioned on the aircraft. I believe 99.9% of the aircraft, as the prop toward the front of the aircraft, making the reduction gear, the front and the accessory the back. :) Technically something who is mounted backward, is something who is not mounted properly.

[@capagustinmex8872]

And part 2?

[@speedxxxing254]

As soon as I heard the fake voice, I immediately stopped watching. 👎🏾

[@christianbeyrend5209]

I know I had few people complaining about it. Nothing I can to this video. But I am planning in the future to remake the video.