Pratt & Whitney Canada PT6
PT6 | |
---|---|
A PT6A-20 on display at the Canada Aviation and Space Museum | |
Type | Turboprop / turboshaft |
National origin | Canada |
Manufacturer | Pratt & Whitney Canada |
First run | 1960[1] |
Major applications | AgustaWestland AW139 Beech King Air and Super King Air Cessna 208 Caravan de Havilland Canada DHC-6 Twin Otter Pilatus PC-12 |
Number built | 51,000 (as of November 2015)[2] |
Unit cost | 750 hp -135A: $560,000[3]; 1,050 hp PT6A-60A: $955,000; 1,100 hp PT6A-68: $855,000[4] |
Variants | Pratt & Whitney Canada PT6T |
The Pratt & Whitney Canada PT6 is a turboprop aircraft engine produced by Pratt & Whitney Canada. 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 turboshaft variants for helicopters.
Development
In 1956, PWC's President, Ronald Riley, foreseeing the need for engines with much higher power-to-weight ratio, ordered engineering manager Dick Guthrie to establish a development group to create a turboprop engine designed to replace piston engines. Demand for the Wasp radial engine was still strong and its production line's output was robust and profitable. Riley gave Guthrie a modest budget of C$100,000. Guthrie recruited young engineers from the National Research Council in Ottawa and from Orenda Engines in Ontario. In 1958, the group began development of a turboprop engine intended to deliver 450 shaft horsepower. The first engine was powered up and run successfully in February 1960.[1][5] It first flew on 30 May 1961, mounted on a Beech 18 aircraft at de Havilland Canada's Downsview, Ontario facility. Full-scale production started in 1963, entering service the next year.
It gained certification in 1963 and its first application was the Beech Queen Air, enticing the U.S. Army to buy a fleet U-21 Utes, launching the King Air and its over 7,000 deliveries since.[6] From 1963 to 2016 power-to-weight ratio was improved by 50%, brake specific fuel consumption by 20% and overall pressure ratio reached 14:1.[7] Its development continues and while today its high-level configuration is the same as in 1964, P&WC updated the PT6 including single-crystal turbine blades in the early 1990s, and FADEC should be introduced. Its pressure ratio is 13:1 in the AgustaWestland AW609 tiltrotor.[8]
In response to the General Electric GE93, 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.[9] Likely a development of the PT6C core, it would fit between the 1,750 shp PT6C-67C/E and the 2,300 shp PW100 family, and be ready to launch by the end of 2017 for an initial helicopter platform with a 10-15% reduction in brake specific fuel consumption.[10] 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.[11]
PW100
When de Havilland Canada asked for a much larger engine for the DHC-8, roughly twice the power of the Large PT6, Pratt & Whitney Canada responded with a new design initially known as the PT7, later renamed Pratt & Whitney Canada PW100.
Design
All versions of the engine consist of two sections that can be easily separated for maintenance: a gas generator supplies hot gas to a free power turbine.[12] The starter has to accelerate only the gas generator, making the engine easy to start, particularly in cold weather.[12] Air enters the gas-generator through an inlet screen into the low-pressure axial compressor. 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 centrifugal compressor, through a folded annular combustion chamber, 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.[13]
Operational history
By the 40th anniversary of its maiden flight in 2001, over 36,000 PT6As had been delivered, not including the other versions.[14] Up to October 2003, 31,606 delivered engines have flown more than 252 million hours.[15] Till November 2015, 51,000 have been produced.[2] The family logged 400 million flight hours from 1963 to 2016.[7]
The PT6 family is known for its reliability with an in-flight shutdown rate of 1 per 333,333 hours up to October 2003,[15] 1 per 127,560 hours in 2005 in Canada,[16] 1 per 333000 hours from 1963 to 2016,[7] 1 per 651,126 hours over 12 months in 2016.[17] Time between overhauls is between 3600 and 9000 hours and hot-section inspections between 1800 and 2000 hrs.[18]
While lacking a FADEC, autothrottle can be installed as an aftermarket upgrade with an actuator, initially in single-engine aircraft like a PC-12 and possibly in twin-turboprop aircraft.[19]
Variants
The main variant, the PT6A, is available in a wide variety of models, covering the power range between 580 and 920 shaft horsepower in the original series, and up to 1,940 shp (1,450 kW) in the "large" lines. The PT6B and PT6C are turboshaft variants for helicopters. In US military use, they are designated as T74 or T101.
Several other versions of the PT6 have appeared over time :
- the Large PT6 added another power turbine stage and a deeper output reduction, producing almost twice the power output, between 1,090 and 1,920 shp (1,430 kW) ;
- the PT6B is a helicopter turboshaft model, featuring an offset reduction gearbox with a freewheeling clutch and power turbine governor, producing 1,000 hp (750 kW) at 4,500 rpm ;
- the PT6C is a helicopter model, with a single side-mounted exhaust, producing 2,000 hp (1,500 kW) at 30,000 rpm, which is stepped down in a user-supplied gearbox ;
- the PT6T Twin-Pac consists of two PT6 engines driving a common-output reduction gearbox, producing almost 2,000 hp (1,500 kW) at 6,000 rpm ;
- the ST6 is a version intended for stationary applications, originally developed for the UAC TurboTrain, and now widely used as auxiliary power units on large aircraft, as well as many other roles.[20]
PT6A
The PT6A family is a series of free-turbine turboprop engines providing 500 to 1,940 shp (433 to 1,447 kW)
variant | equivalent shaft horsepower | shaft horsepower | applications[22] |
---|---|---|---|
PT6A-6 | 525 eshp | 500 shp | |
PT6A-11AG | 528 eshp | 500 shp | Air Tractor AT-400 Schweizer Ag-Cat G-164B Turbine |
PT6A-15AG | 715 eshp | 680 shp | Air Tractor AT-400 Air Tractor AT-501 Frakes Turbocat Schweizer Ag-Cat G-164B Turbine |
PT6A-20 | 579 eshp | 550 shp | |
PT6A-21 | 580 eshp | 550 shp | Beechcraft King Air C90A/B/SE Beechcraft Bonanza (turbine conversion) Royal Turbine Duke Evektor EV-55 Outback |
PT6A-25, -25A | 580 eshp | 550 shp | |
PT6A-25C | 783 eshp | 750 shp | Embraer EMB 312 Tucano Pilatus PC-7/PC-7 MKII Turbo Trainer PZL-130 Orlik / TC-II Turbo-Orlik |
PT6A-27 | 715 eshp | 680 shp | Beechcraft Model 99A, B99 de Havilland Canada DHC-6 Twin Otter 300 Harbin Y-12 Embraer EMB 110 Bandeirante Let L-410 Turbolet Pilatus PC-6/B Turbo-Porter |
PT6A-28 | 715 eshp | 680 shp | |
PT6A-29 | 778 eshp | 750 shp | |
PT6A-34 | 783 eshp | 750 shp | Embraer EMB 110 Bandeirante/111 Embraer EMB 821 Carajá Grumman Mallard (turbine conversion) JetPROP DLX PAC P-750 XSTOL Quest Kodiak Vazar Dash 3 Turbine Otter Viking DHC-6 Twin Otter 400 |
PT6A-34AG | 783 eshp | 750 shp | Air Tractor AT-502B Frakes/Grumman Turbo-Cat Model A/B/C Pacific Aerospace 750XL PZL-Okecie PZL-106 Turbo Kruk Schweizer Ag-Cat G-164B/D Turbine Thrush Model 510P |
PT6A-35 | 787 eshp | 750 shp | Blue 35 JetPROP DLX |
PT6A-36 | 783 eshp | 750 shp | |
PT6A-38 | 801 eshp | 750 shp | |
PT6A-110 | 502 eshp | 475 shp | Schweizer AG-Cat Turbine Royal Turbine Duke |
PT6A-112 | 528 eshp | 500 shp | Cessna Conquest I |
PT6A-114 | 632 eshp | 600 shp | Cessna 208 Caravan |
PT6A-114A | 725 eshp | 675 shp | Cessna 208 Caravan |
PT6A-116 | 736 eshp | 700 shp | |
PT6A-121 | 647 eshp | 615 shp | |
PT6A-135 | 787 eshp | 750 shp | Beechcraft King Air F90-1/C90GT/C90GTi/C90GTx Blackhawk XP135A Cheyenne Series Blackhawk XP135A Conquest I Blackhawk XP135A King Air 90 Series Cessna Conquest I Lancair Evolution Silverhawk 135/StandardAero C90/E90 StandardAero Cheyenne Series StandardAero King Air F90 T-G Aviation Super Cheyenne Vazar Dash 3 Turbine Otter |
variant | equivalent shaft horsepower | shaft horsepower | applications[22] |
---|---|---|---|
PT6A-40 | 749 eshp | 700 shp | |
PT6A-41 | 903 eshp | 850 shp | Beechcraft King Air 200/B200 Piper Cheyenne III/IIIA |
PT6A-42 | 903 eshp | 850 shp | Beechcraft C-12 HuronF Beechcraft King Air 200/B200 Blackhawk XP42 King Air 200 StandardAero King Air 200 Blackhawk XP42A C-208 Caravan Series (-42A) Piper Meridian |
PT6A-45 | 1070 eshp | 1020 shp | |
PT6A-50 | 1022 eshp | 973 shp | De Havilland DHC-7 |
PT6A-52 | 898 eshp | 850 shp | Beechcraft King Air B200GT/250 Blackhawk XP52 King Air 200/B200 Enhanced Aero B200GTO StandardAero King Air 200/B200 |
PT6A-60, -60A | 1113 eshp | 1050 shp | Beechcraft Super King Air 300/350 |
PT6A-60AG | 1081 ehsp | 1020 shp | Air Tractor AT-602 Ayres Thrush 550P/660 |
PT6A-61 | 902 eshp | 850 shp | |
PT6A-62 | 950shp[23] | KAI KT-1/KO-1 Pilatus PC-9 Turbo Trainer |
variant | equivalent shaft horsepower | shaft horsepower | applications[22] |
---|---|---|---|
PT6A-64 | 747 eshp | 700 shp | EADS Socata TBM 700 |
PT6A-65B, -65R[21] | 1249 eshp | 1173 shp | Beechcraft 1900/1900C Polish Aviation Factory M28 Skytruck |
PT6A-65AG, -65AR[21] | 1298 eshp | 1220 shp | Air Tractor AT-602 Air Tractor AT-802/802A/802AF/802F Ayres Thrush 660/710P |
PT6A-66, -66A, -66D | 905 eshp | 850 shp | National Aerospace Laboratories SARAS Piaggio P.180 Avanti Ibis Ae270 HP (-66A) EADS Socata TBM 850 |
PT6A-66B | 1010 eshp | 950 shp | Piaggio P180 Avanti II |
PT6A-67, -67A, -67B, -67P | 1272 eshp | 1200 shp | Beechcraft Starship Epic LT IAI Heron TP Pilatus PC-12 (-67B) Pilatus PC-12NG (-67P) |
PT6A-67D | 1285 eshp | 1214 shp | Beechcraft 1900D |
PT6A-67AF, -67AG, -67R, -67T | 1294 eshp | 1220 shp | Air Tractor AT-802/802A/802AF/802F (-67AG) Ayres Thrush 710P (-67AG) Basler Turbo BT-67 (-67R) Shorts 360 / 360-300 (-67R) |
PT6A-67F | 1796 eshp | 1700 shp | Air Tractor AT-802/802A/802AF/802F |
PT6A-68 | 1324 eshp | 1250 shp | T-6A Texan II Pilatus PC-21 (-68B) Embraer EMB-314 Super Tucano (-68C) |
- T74
- United States military designation for the PT6A-20/27, used in the Beechcraft U-21 Ute.
- T101
- United States military designation for the T101-CP-100 / PT6A-45R, used in the Shorts 330 and Shorts C-23 Sherpa.
- United States military designation for the T101-CP-100 / PT6A-45R, used in the Shorts 330 and Shorts C-23 Sherpa.
PT6B
- PT6B-9
- The PT6B-9 is a 550 hp (410.1 kW) turbo-shaft engine for use in helicopters. A later mark of PT6B is rated at 981 hp (731.5 kW).
PT6C
- PT6C
- The PT6C is a 1600 to 2300 horsepower (1190 to 1720 kW) engine for helicopters and tiltrotors.
PT6D
- PT6D-114A
- The PT6D-114A is based on the PT6A-114A. The main difference is the deletion of the second-stage reduction gearing and output shaft, because the engine is intended for integration with a combining gearbox incorporating power turbine governors and a propeller output shaft.[25]
- Soloy Dual Pac
- 2x PT6D-114A engines driving a single propeller through a combining gearbox, capable of independent operation.
PT6T
- PT6T
- Twin PT6 power units combining outputs through a gearbox for use in helicopters.
ST6
- ST6
- The ST6 is a variant of the PT6 that was originally developed as a powerplant for the UAC TurboTrain power cars, but later developed as a stationary power generator and auxiliary power unit.
- ST6B
- The ST6B-62 was a 550 bhp (410 kW) version of the PT6 developed for use in the STP-Paxton Turbocar, raced in the 1967 Indianapolis 500.[26]
STN
- STN 6/76
- The STN 6/76 was a 500 bhp (370 kW) version of the PT6 developed for use in the Lotus 56, raced in the 1968 Indianapolis 500 and later in Formula One races, in 1971.[27][28]
Applications
The engine is used in over 100 different applications.
PT6A
- AASI Jetcruzer
- Aero Commander 680T (PT6 conversion)
- Aero Ae 270 Ibis
- AHRLAC Holdings Ahrlac
- Air Tractor AT-400
- Air Tractor AT-501
- Air Tractor AT-602
- Air Tractor AT-802
- Antilles Super Goose
- Antonov An-28
- Ayres Turbo Thrush
- Basler BT-67
- Beechcraft 1900
- Beechcraft Model 99
- Beechcraft A36TC Bonanza (turbine conversion)
- Beechcraft C-12 Huron
- Beechcraft King Air
- Beechcraft Lightning
- Beech 18 series (turbine conversion)
- Beechcraft Model 87
- Beechcraft Model 99
- Beechcraft RC-12 Guardrail
- Beechcraft RU-21C Ute
- Beechcraft Starship
- Beechcraft Super King Air
- Beechcraft T-6 Texan II
- Beechcraft T-34C Turbo-Mentor
- Beechcraft T-44 Pegasus
- Beriev Be-30K
- CASA C-212 series 300P
- Cessna 208 Caravan
- Cessna P210N (turbine conversion)
- Cessna 404 Titan (turbine conversion)
- Cessna 421C Golden Eagle (turbine conversion)
- Cessna 425 Corsair/Conquest I
- Conair Turbo Firecat
- Conroy Tri-Turbo-Three
- de Havilland Canada DHC-2 Mk. III Turbo Beaver
- de Havilland Canada DHC-3 Otter (turbine conversions)
- de Havilland Canada DHC-6 Twin Otter
- de Havilland Canada Dash 7
- Dominion UV-23 Scout
- Dornier Do 128 Turbo Skyservant
- Dornier Seawings Seastar
- Douglas DC-3 (turbine conversions)
- Epic LT Dynasty
- Embraer EMB 110 Bandeirante
- Embraer EMB 121 Xingu
- Embraer EMB 312 Tucano
- Embraer EMB 314 Super Tucano
- Frakes Mohawk 298
- Frakes Turbocat
- Gulfstream American Hustler 400
- Grumman Mallard (turbine conversion)
- Grumman Goose (turbine conversion)
- Harbin Y-12
- Helio AU-24 Stallion
- IAI Arava
- IAI Eitan
- Indonesian Aerospace N-219
- JetPROP DLX
- Kestrel K-350
- KAI KT-1
- Let L-410 Turbolet
- Lancair Evolution
- NAL Saras
- NDN Fieldmaster
- FTS Turbo Firecracker
- PAC 750XL
- PAC Cresco
- Piaggio P.180 Avanti
- Pilatus PC-6/B Turbo-Porter
- Pilatus PC-7
- Pilatus PC-9
- Pilatus PC-12
- Pilatus PC-21
- Piper PA-31P (turbine conversion)
- Piper PA-31T Cheyenne
- Piper PA-42 Cheyenne III
- Piper PA-46-500TP Meridian
- Piper T1040
- PZL-130T Turbo Orlik and PZL-130TC-II Orlik
- PZL M-18 Dromader (turbine conversion)
- PZL M28 Skytruck
- Quest Kodiak
- Reims-Cessna F406 Caravan II
- Saunders ST-27/ST-28
- Scaled Composites ATTT
- Shorts 330
- Shorts 360
- Short C-23 Sherpa
- Socata TBM
- Spectrum SA-550
- Swearingen SA26-T Merlin IIA
- TAI Hürkuş
- US Aircraft A-67 Dragon
PT6B
PT6C
PT6D
ST6
- UAC TurboTrain
- STP-Paxton Turbocar Indy racer
STN
Engines on display
- McGill University, Montreal (cutaway)
- New England Air Museum, Connecticut (cutaway)[29]
Specifications (PT6A-6)
Data from Jane's 62-63,[30]
General characteristics
- Type: Turboprop
- Length: 62 in (1,575 mm)
- Diameter: 19 in (483 mm)
- Dry weight: 270 lb (122.47 kg)
Components
- Compressor: 3-stage axial + 1-stage centrifugal flow compressor
- Combustors: annular reverse-flow with 14 Simplex burners
- Turbine: 1-stage gas generator power turbine + 1-stage free power turbine
- Fuel type: Aviation kerosene to MIL-F-5624E / JP-4 / JP-5
- Oil system: Split system with gear type pressure and scavenge pumps, with pressure to gearbox boosted by a second pump.
Performance
- Maximum power output: 578 hp (431 kW) equivalent power at 2,200 output rpm for take-off
- Overall pressure ratio: 6.3:1
- Air mass flow: 5.3 lb (2 kg)/second
- Specific fuel consumption: 0.67 lb/hph (0.408 kg/kWh)
- Power-to-weight ratio: 2.14 hp/lb (3.52 kW/kg)
model | stages[lower-alpha 1] | power | SFC /h | OPR | dia. | leng. | weight | applications | |||
---|---|---|---|---|---|---|---|---|---|---|---|
hp | kW | lb/hp | g/kW | lb | kg | ||||||
PT6A-21 | 3, 1 / 1, 1 | 550 | 410 | 0.63 | 380 | — | 19 in 48 cm | 62 in 1.6 m | 327 | 148 | Beech Bonanza, King Air C90A/B/SE |
PT6A-25 | 3, 1 / 1, 1 | 550 | 410 | 0.63 | 380 | — | 353 | 160 | Beech T-34C | ||
PT6A-25C | 3, 1 / 1, 1 | 750 | 560 | 0.595 | 362 | — | 338 | 153 | Embraer Tucano, Pilatus PC-7, PZL-130 Orlik | ||
PT6A-114/A | 3, 1 / 1, 1 | 600–675 | 447–503 | 0.64 | 390 | — | 350 | 160 | Cessna 208 Caravan | ||
PT6A-135A | 3, 1 / 1, 1 | 750 | 560 | 0.585 | 356 | 7 | 338 | 153 | Cessna Conquest, Piper Cheyenne, Beech King Air F90 | ||
PT6A-42 | 3, 1 / 1, 2 | 850 | 630 | 0.601 | 366 | 8 | 66.9 in 1.70 m | 403 | 183 | Beech King Air 200/B200, C-12 Huron | |
PT6A-60A | 4, 1 / 1, 2 | 1,050 | 780 | 0.548 | 333 | 8.5 | 72.5 in 1.84 m | 475 | 215 | Beech Super King Air 300/350 | |
PT6A-64 | 4, 1 / 1, 2 | 700 | 520 | 0.703 | 428 | 8.5 | 70 in 1.8 m | 456 | 207 | Socata TBM 700 | |
PT6A-66 | 4, 1 / 1, 2 | 850 | 630 | 0.62 | 380 | 9.5 | 456 | 207 | Piaggio P.180 Avanti | ||
PT6A-65B | 4, 1 / 1, 2 | 1,100 | 820 | 0.536 | 326 | — | 74 in 1.9 m | 481 | 218 | Ayres Turbo-Thrush, PZL M28 Skytruck, Beech 1900/C | |
PT6A-67B | 4, 1 / 1, 2 | 1,200 | 890 | 0.546 | 332 | 10.8 | 530 | 240 | Pilatus PC-12 | ||
PT6A-67D | 4, 1 / 1, 2 | 1,271 | 948 | 0.546 | 332 | 10.8 | 515 | 234 | Beech 1900D | ||
PT6A-68 | 4, 1 / 1, 2 | 1,250 | 930 | 0.54 | 330 | — | 72.2 in 1.83 m | 572 | 259 | Beech T-6 Texan II | |
PT6A-68B | 4, 1 / 1, 2 | 1,600 | 1,200 | 0.54 | 330 | — | 575 | 261 | Pilatus PC-21 | ||
PT6B-37A | 3, 1 / 1, 1 | 900 | 670 | 0.584 | 355 | — | 19.5 in 50 cm | 64.4 in 1.64 m | 385 | 175 | Agusta A119 Koala |
PT6C-67A | 4, 1 / 1, 1 | 1,940 | 1,450 | 0.47 | 290 | — | 22.5 in 57 cm | 59.3 in 1.51 m | — | — | Bell/Agusta BA609 |
PT6C-67C | 4, 1 / 1, 2 | 1,100 | 820 | 0.49 | 300 | — | — | — | Agusta A 139 | ||
PT6T-3B/BF | 2 × 3, 1 / 1, 1 | 1,800 | 1,300 | 0.6 | 360 | — | 43.5 in 110 cm | 65.8 in 1.67 m | 668 | 303 | Bell 412/SP/HP/EP |
PT6T-3D/DF | 2 × 3, 1 / 1, 1 | 1,800 | 1,300 | 0.595 | 362 | — | 692–681 | 314–309 | Bell 412/SP/HP/EP | ||
PT6T-6 | 2 × 3, 1 / 1, 1 | 1,875 | 1,398 | 0.591 | 359 | — | 660 | 300 | Bell 212, 412/SP/HP/EP, Sikorsky S-58T | ||
PT6T-68 | 2 × 3, 1 / 1, 1 | 1,970 | 1,470 | 0.591 | 359 | — | 665 | 302 | Bell 412HP |
- ↑ compressor / HP, LP turbine
See also
Related development
Comparable engines
Related lists
References
- 1 2 "PT6 engine - The Legend". PT6 Nation. Pratt & Whitney Canada. Archived from the original on 2013-02-19.
- 1 2 "GE, Textron team up to make new turboprop engine, aircraft". Reuters. 16 Nov 2015.
- ↑ Dick Karl (September 22, 2010). "The Price for Power". Flying magazine.
- ↑ "Pratt & Whitney Canada PT6A". Aeroweb. May 17, 2012.
- ↑ "Pratt's 'dirty dozen'". Aviation Week and Space Technology: 42–43.
- ↑ Business Aviation Now (Oct 30, 2012). "The Little Engine That Could ... and Did". Aviation Week Network.
- 1 2 3 "A Discussion with Pratt & Whitney Canada President John Saabas". AirInsight. June 9, 2016.
- ↑ "GE Aviation unveils strategy for dethroning PT6". Flight Global. 25 July 2016.
- ↑ Stephen Trimble (22 May 2017). "Core technology tests set to begin for PT6 replacement". Flight Global.
- ↑ Paul Jackson (May 23, 2017). "PT6 – Engine of Change?". ShowNews. Aviation Week Network.
- ↑ Guy Norris (Oct 12, 2017). "PWC Opens Up On New PT6 Growth Engine". Aviation Week & Space Technology.
- 1 2 "An Engine Ahead of Its Time". PT6 Nation. Pratt & Whitney Canada.
- ↑ Thomas A. Horne (December 2013). "The PT6 at". AOPA Pilot: T-7.
- ↑ "Pratt & Whitney Canada's PT6 Turboprop Marks 40 Years of In-flight Success" (Press release). Pratt & Whitney Canada. 18 June 2001. Archived from the original on 5 October 2013.
- 1 2 "FLIGHT TEST: Pilatus PC-12 - Power of one". flightglobal. 21 September 2004.
- ↑ "Evaluation-Single-Engine Turbine Airplanes Transporting Passengers in IFR Flight or Night VFR". Transport Canada. 16 January 2012.
- ↑ Mike Gerzanics (6 June 2016). "Flight test : Upgraded Pilatus PC-12 powers ahead". flightglobal.
- ↑ "PT6A engine TBO and HSI scheduling". Pratt & Whitney Canada.
- ↑ John Croft (Jul 12, 2017). "Autothrottle Feature Provides Hands-Free Turboprop Power". Aviation Week & Space Technology.
- ↑ "Pratt & Whitney PT6A-42 Turboprop". Turbokart.com.
- 1 2 3 4 "Pratt & Whitney Canada PT6 Series Type Certificate" (PDF). Federal Aviation Administration. 2007-06-21.
- 1 2 3 "PT6A". Pratt & Whitney Canada.
- ↑ "Pratt and Whitney Canada PT6A-41 series engines Type Certificate" (PDF). EASA. 31 August 2007.
- ↑ "PT6A -64/-66/-67/-68 Series Type Certificate" (PDF). Federal Aviation Administration. Retrieved 2009-11-28.
- ↑ "PT6 Type Certificate Data Sheet Information". Federal Aviation Administration.
- ↑ Bill Kilpatrick (August 1967). "The Big Engine That Almost Did". Popular Mechanics. Hearst Magazines: 69–71. ISSN 0032-4558. Retrieved 2011-06-26.
- ↑ "Lotus, Pratt & Whitney 56B". Research Racing. Grand Prix Racing Online.
- ↑ "Lotus 56B Pratt & Whitney". F1 Technical.
- ↑ "Pratt & Whitney Canada PT6 Cutaway". New England Air Museum.
- ↑ Taylor, John W.R. FRHistS. ARAeS (1962). Jane's All the World's Aircraft 1962-63. London: Sampson, Low, Marston & Co Ltd.
- ↑ "Gas Turbine Engines" (PDF). Aviation Week. 28 January 2008. pp. 137–138.
External links
Wikimedia Commons has media related to Pratt & Whitney Canada PT6. |
- "PT6A". Pratt & Whitney Canada.
- "PT6B". Pratt & Whitney Canada.
- "PT6C". Pratt & Whitney Canada.
- "Embraer EMB-110 type certificate" (PDF). National Civil Aviation Agency of Brazil. 20 December 1972.
- How PT-6 Turbines Are Overhauled. AVweb. Aug 14, 2015. Lay summary.