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'PT6' redirects here. For other uses, see. PT6 A PT6A-20 on display at the Type / National origin Manufacturer First run 1960 Major applications Number built 51,000 (as of November 2015) Unit cost 750 hp -135A: $560,000; 1,050 hp PT6A-60A: $955,000; 1,100 hp PT6A-68: $855,000 Variants The Pratt & Whitney Canada PT6 is a produced. Its development began in 1958, it was first run in February 1960, first flew on 30 May 1961, entered service in 1964 and has been continuously updated since. It consists of two sections: a gas generator supplying hot gas to a free power turbine, and is often mounted backwards with the intake at the rear and the exhaust on the sides. By November 2015, 51,000 had been produced logged 400 million flight hours from 1963 to 2016, it is known for its reliability with an in-flight shutdown rate of 1 per 651,126 hours in 2016.

The PT6A covers the power range between 580 and 1,940 shp (430 and 1,450 kW) while the PT6B/C are variants for helicopters. Contents.

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Development In 1956, PWC's President, Ronald Riley, foreseeing the need for engines with much higher, ordered engineering manager Dick Guthrie to establish a development group to create a turboprop engine designed to replace piston engines. Demand for the was still strong and its production line's output was robust and profitable.

Riley gave Guthrie a modest budget of 100,000. Guthrie recruited young engineers from the in and from in. In 1958, the group began development of a turboprop engine intended to deliver 450 shaft. The first engine was powered up and run successfully in February 1960. It first flew on 30 May 1961, mounted on a aircraft at 's facility. Full-scale production started in 1963, entering service the next year. From 1963 to 2016 power-to-weight ratio was improved by 50%, by 20% and reached 14:1.

Its development continues and while today its high-level configuration is the same as in 1964, P&WC updated the PT6 including turbine blades in the early 1990s, and should be introduced. Its pressure ratio is 13:1 in the tiltrotor.

In response to the, in 2017 Pratt & Whitney Canada will launch demonstration tests of engine core technology and systems for a proposed 2,000hp engine to replace the most powerful versions of the PT6. Likely a development of the PT6C core, it would fit between the 1,750 shp PT6C-67C/E and the 2,300 shp family, and be ready to launch by the end of 2017 for an initial platform with a 10-15% reduction in. This 2,000 hp development target a new market: a Super PC-12, a more powerful TBM, or a bigger King Air; to better integrate the propulsion system and the maintenance plan, propeller and electronic engine controller are tested in October 2017, new elements are running and a full demonstrator is expected to run by year end.

PW100 When asked for a much larger engine for the, roughly twice the power of the Large PT6, Pratt & Whitney Canada responded with a new design initially known as the PT7, later renamed. Reduction gears on Pratt & Whitney Canada PT6 gas turbine engine.

All versions of the engine consist of two sections that can be easily separated for maintenance: a gas generator supplies hot gas to a. The starter has to accelerate only the gas generator, making the engine easy to start, particularly in cold weather. Air enters the gas-generator through an inlet screen into the low-pressure. This has three stages on small and medium versions of the engine and four stages on large versions.

The air then flows into a single-stage, through a folded annular, and finally through a single-stage turbine that powers the compressors at about 45,000 rpm. Hot gas from the gas generator flows into the power turbine, which turns at about 30,000 rpm. It has one stage on the small engines and two stages on the medium and large ones. For turboprop use, this powers a two-stage planetary output reduction gearbox, which turns the propeller at a speed of 1,900 to 2,200 rpm.

The exhaust gas then escapes through two side-mounted ducts in the power turbine housing. The turbines are mounted inside the combustion chamber, reducing overall length. In most aircraft installations the PT6 is mounted backwards in the nacelle, so that the intake side of the engine is facing the rear of the aircraft. This places the power section at the front of the nacelle, where it can drive the propeller directly without the need for a long shaft. Intake air is usually fed to the engine via an underside mounted duct, and the two exhaust outlets are directed rearward. This arrangement aids maintenance by allowing the entire power section to be removed along with the propeller, exposing the gas-generator section. To facilitate rough-field operations, foreign objects are diverted from the compressor intake by inertial separators in the inlet.

From left to right: propeller mount, reduction gear, exhaust, 2-stage free power turbine, 1-stage gas generator turbine surrounded by the combustor, 1 centrifugal then 4 axial compressor stages, intake then accessories Operational history By the 40th anniversary of its maiden flight in 2001, over 36,000 PT6As had been delivered, not including the other versions. Up to October 2003, 31,606 delivered engines have flown more than 252 million hours. Till November 2015, 51,000 have been produced. The family logged 400 million flight hours from 1963 to 2016.

The PT6 family is known for its reliability with an in-flight shutdown rate of 1 per 333,333 hours up to October 2003, 1 per 127,560 hours in 2005 in Canada, 1 per 333000 hours from 1963 to 2016, 1 per 651,126 hours over 12 months in 2016. Is between 3600 and 9000 hours and hot-section inspections between 1800 and 2000 hrs. While lacking a FADEC, can be installed as an aftermarket upgrade with an, initially in single-engine aircraft like a and possibly in twin-turboprop aircraft.

Variants The main variant, the PT6A, is available in a wide variety of models, covering the power range between 580 and 920 in the original series, and up to 1,940 shp (1,450 kW) in the 'large' lines. The PT6B and PT6C are variants for helicopters. In US military use, they are designated as T74 or T101. A PT6A-67D engine on a Beechcraft 1900D.

The turbine exhaust is prominent. Pratt & Whitney Canada.

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