I’ve always been confused by the turboprop engine. This is far and away the best and most understandable step by step explanation. My eyes have been opened!
@@flywithcaptainjoe If anyone is interested in learning more about turbine engines a very informative site is AgentJayZ. Hopefully cap joe will leave this up and not ghost it like he did my first comment (not cool), as it is clear that he doesn’t know about AgentJayZ and his site. He is a jet / turbine tech that overhauls different jet engines and has fantastic and detailed videos of every aspect of turbines. Latest video is: Afterburner Monday If you want to get even more technical, in the comment section a turbine engine development engineer from RR answers the more complex design issues questions many times.
This was a wonderful explanation of the operation "cycle" of the engine. As an aircraft maintenance engineer, I started my career working on Beechcraft King Air 200, 250, and 350. I've performed many many "HSI's" 10:35 (hot section inspections) on these PT6 engines, where we split the engine at the point between the CT(compressor turbine) and the 1st stage PT(power turbine) . It's always amazing to see the cutaway of the exact engine you'll be working on, which is generally only located at the manufacturer's approved course-instructing facilities. Fun fact: Only approximately 30% of the air in a turbine engine is used for combustion. The other ~70% is used for cooling! Oh, I also managed to salvage an unserviceable gas generator (the inside of which is pictured at 4:04 with the diffuser ducts/vanes) and installed a glass top on it to serve as a coffee table :)
Most turbine engines work basically the same way. There are a few variations in bypass, and combustion chamber types but pretty much the same basic principals as this. Can, Can-Annular, and Annular are the 3 main combustion section types. Can is used in smaller engines like APUs and GPUs and on some small turboprop engines. Can-Annular are older types used in turbojet engines like the JTD-4, and Annular are used in most modern high bypass engines. Though can-annular are still used by in drastically fewer numbers than they used to be. In fact I used to laugh at one particular episode of Star Trek The Next Generation episode because they used a bunch of can-annular cans for set decoration as "scavenged parts" from derelict ships. Most people would have no idea what they were looking at though.
As a P&WC employee this engine is a marvel on its own I am honored to be part of this company! This video is by far the best explanation of how our PT6 works! Fantastic, clean, and concise! Captain' :)
I know not with what weapons World War III will be fought, but World War IV will be fought with sticks and stones and PT6, cause for sure you will find some still working
I've been through turbine schools and have to say that this presentation is nothing short of excellent! You hit every point and gave numbers. Top shelf!
@brentwoodtn I would think a personal injury attorney would care for his vision more. The engine is encased in a plexiglass shield. You really think that they wouldn’t have thought of that in the Litigious States of America? You’ll have to chase a different ambulance.
I am electrical Engineer, but we had an Mechanical Engineering subject in our first semester and Gas Turbine/ Generator was a huge part of that course, I wish i had this kind of video that time.excellent explanation thanks to you and also thank PW for such a nice cross sectional model of the PT6
The similarities between this and a reheat steam turbine are uncanny. Obviously, steam turbines don’t have combustion chambers but the similarities are considerable.
As a Mechanical Engineer with a specialisation in Internal Combustion Engines and Turbomachinery, I would like to highlight that, up to now, this is one of the best and clearest explanations I have personally come across with (and I have watched quite many due to my passion with regards to this specific topic). Very well done Captain, and please keep on sharing contents of this quality.
I watch a lot of engineering explanation videos and this was honestly one of the most clear and concise I've ever seen. I'm often left with questions I go off and research, but there is no need after this one. Well done, great video Joe 👏
. Great job I look forward to more Jet Engine Videos. How about the Pratt Whitney Geared Turbine that is gaining favor. Walter P.S. I worked on the JT8D engine in the early 60’s that was used to power the Boeing 727 . gear determine
Great video Joe! The PT6 is make exclusively by Pratt and Whitney's Canadian division (also where I work!) and has been a cornerstone of our company's success for decades.
@@robertdmoore2592 I forgot to include this in the original comment but we recently surpassed 1 BILLION hours of active service for the PT6 family of engines.
Tbh this is a grotesque design, I expected better but as I am learning more about the jet engine I am learning at what rudimentary stage most so called advanced western designs are... Probably in future Chinese or Indians can bring back greatness in engineering but before that those countries have lots of reform to do the come out of all the damage that west has done to the east
Great video and explanation. I used to work on a turboshaft version of the PT6 when in the Military. The PT6T (or for the military, T400-CP-400) powered the 2-blade Huey helicopter (UH-1N). Same gas generator section layout, a different turbine section, and a combining gearbox that had two of these units combined side by side for a single output shaft to the helicopter.
Whoever came up with the idea about the separation between Gas Generator and Power Section blew my mind that the shaft is not connected from each other. Your explanation about the engine was very clear and easy to understand. Thanks for the video!
Well done! From my limited understanding, the E-Series engines are FADEC, which simplifies startup (preventing hot/hung starts) and can be used with autothrottles to greatly reduce pilot workflow.
Wow! I was a jet engine mechanic in the USAF and worked on the P&W J-57 engine. I was blown away by this video to learn that turboprop blows from back to front! Amazing!
as a curiosity, I will add that the parts for the construction of this engine are manufactured in a branch of the Pratt and Whitney plant in Poland in the city of Kalisz. in Kalisz we also have the same model of this engine. thank you for a very nice episode. Regards, Przemek
What an incredibly well-made video. Thank you so much Captain Joe for partnering with P&W to bring us this amazing step-by-step explanation, and for bringing your experience and knowledge to it to make it feel a bit more real and not just purely technical. You're a teacher, an entertainer (referring to your "windmill" :D) and you're a stand-up dude. Fly safe!
Back in the 90s I had a chance to go for a tour flight on a Fokker f27 with the RR Dart engines, what a sound, that high pitched whining sound was epic! 😎
Sir, I am a retired machinery engineer for a major oil company and worked with gas turbines, hot gas expanders, axial/centrifugal air compressors and high pressure to low pressure turbo expanders for 39 years and this by far is the best explanation I have ever seen, you did a fantastic job. I really enjoyed listening to your explanation.
This was absolutely eye-opening! Fantastic video! I had no idea that this engine is used in so many aircraft. This is straight-forward eLearning material. I would love to see more of videos like this. I especially liked the format - filming on site and using voice-overs and additional elements to explain what's going on. Many thanks!
The air is NOT accelerated in the compressor, although the duct gets more and more narrow and the Venturi effect should kick in. That's because the blades on the rotors and stators build up a decelaration grid. The speed of the airflow remains more or less the same while passing the compressor. The compressor is not about to accelerate the air, but to compress it. BTW, a centrifugal stage is used when the ratio of blade length and width of the gap between blade and channel would get too big.
The compressors do accelerate the air tangentially. The stators are there to reduce the tangential velocity and convert it into static pressure. A centrifugal compressor is used to make a compact engine as it’s far more suited to a reverse flow combustion chamber (not to be confused with reverse flow engine) which allows the compressor turbine to be mounted on a very short shaft between it and the compressor.
This is hands-down the best explanation for how a Turboprop engine works. I *know* this because I searched UA-cam many times in the past and most of the videos were quite lackluster in their explanation. Outstanding work Joe!
Amazing video Capt. Joe. I particularly was flying the Beechcraft 1900C and D with Pt6A-65B and Pt6A-67D and are turbines with a high efficiency and reliability . Great video !
This was the clearest video I’ve ever seen detailing how a PT6 works, and answered a lot of questions I had. Thank you! I especially like your explanations of the engineering trade offs and decisions in the design, like the counter-rotating shafts.
Captain Joe , I am amazed of how you can precisely explain how the turboprop engine works. I am an Aerospace Engineering student a third year (senior) and your clarity in giving your explanation has just made it easy to go about the unit of propulsion and Power plants .
Joe, I will concur with some of the other posts. This is far and away the best explanation of how the PT6 turboprop engine works. If I were still teaching, I play this again and again for my students. Good on you for putting this on the internet.
This was a fun video for me to watch. My son was in the Marine Corps in Aviation Ordinance. He’s now going to school on the GI bill for aircraft maintenance and learning to fly. He’ll be maintaining these engines and flying them as well.
Very good explanation . Im studying aerospace engineering and this is a nice explanation . The centrifugal compressor looks just like the one in the APU.
From my early days of putting together thermodynamic turbine engine models at Cal Poly through my time in aerospace, I've never seen a better explanation with your level of detail that the average person can understand. Awesome video Captain Joe - Thanks👍
It was THE BEST explanation that heard in my whole life about a reaction engine mainly about a PT-6 one. Not all of UA-camrs nor any social channels explain the beginning of all: engine starter. Most of explanations start explaining from the ingested air passing through compressors when the should start to explain from the starter generators which is where everything starts. Congratulations Cap. Joe! ❤
Huge thanks to u on this video for clearer explanation. I have always wondered how the start up takes takes place. Most people always forget to talk about the starter motor connected to battery which in turn after starting serves as the power generator.
@ 11:13 You have an arrow pointing to the Fuel heater/oil cooler unit but have it labeled as the oil scavenge pumps. The oil scavenge pumps are on the other side of the accessory gearbox, 1 internal and 1 external.
You have cleared up the inlet confusion I was experiencing. It wasnt by any means obvious where the inlet was situated. Thank you. They are an excellent and fuel-efficient engine type, with the reliability and longevity of jet engines, and a smaller, slimmer, footprint advantage.
I’ve never totally understood how a differential works on a car. I think a video like this one would be my path to enlightenment! I was able to follow Captain Joe’s calm, measured and elegant presentation on this one. Wish I had grown up with such teachers. Thank you.
I never did either. But then I read a book and figured it out. Imagine that you have a set of gears connecting two separate axles-one on each side. When you turn one wheel one way, the opposite wheel wants to move the opposite direction. Those are the “spider” gears and usually four conical gears. You take the two concical spider gears between the gears on the axles.. and you move them in a circular direction the same way the wheels rotate. They will drive the wheels because they will not spin unless the tires are allows to go different speeds (like in a turn). You attach those gears to a big ring gear.. and drive that gear with another gear off the drive shaft. Now you have a differential.
The counterrotation of the FPT is mainly an advantage in engine performance, as you utilize / harvest the circumferential momentum of the flow exiting the HPT. Hence, your FPT NGVs need less curvature and hence have less losses. The torque compensation is only a positive side effect.
Great video Captain!! Easy to follow along, and you explained this really well. Thank you for taking the time to do this. It's clear you had a vision and you executed it well. Looking forward to more videos like this.
Cool video. I’ve been confused about the differences between turboprop, turbofan, and turbojet forever. You helped me understand turboprop today. Thank you.
Well, I was searching for a good explanation of turboprop engine for my AGK ATPL exam. This is the best one. I think that after studying a good video like this one helps a lot in order to consolidate the knowledge.
What a really great and detailed explanation of the pt6 turboprop engine. I just love how everything works and and so fascinated that this engine can produce so much power. If I was 30 years younger I would be looking for a aviation school to become an A&P Mechanic. I already have my avionics degree. I just love aviation and everything that goes with it!
Thanks for bringing back many good memories. I was a Field Rep for P&W starting in 1965 and had my first assignment covering corporate and 3rd Level airlines operating the King Air out of Detroit. I started out with the PT6-6/6A and I stayed with the program up until the -27 was fielded. Worked with companies such as GM, Miles Lab, Upjohn, Marathon Oil but to name a very few. My territory included Mighigan, and N. Ohio. Also did a stint at Rockwell in Colmbus, Ohio when we we trying to get the contract for the OV-10A that had engines turning in opposite directions to counter the prop torque. Was also involved with the installation of an ST6 in a Dana Truck. I loved my time supporting this product and the people I worked with at PWC!!
Impressive engine explained in laymans terms helping a curious mind on the way to better understanding. Thank you, Captain Joe, wish there was more people like you, more enganged in the matter at hand than the drone of their own voice when explaining stuff. I’ve seen the Pilatus Porter and what it can do. Now I know how the engine works that makes much of the Porters abilities possible.
Im a humble structural engineer, but love seeing mechanical appliances being explained. When you transitioned from cold air system through the combustion chamber, I was wondering about the varying speeds of rotation between the two chambers, expecting to find a fluid coupling or some other method of separating the two shafts, my reasoning being that the fastest turning shaft would control the other, or would that be the system with the higher torque? I impressed myself by understanding there should be separation between the shafts before you got there. Thank you for educating us less informed but inquisitive engineering lovers.
4:44 The only thing that I never understood about turboprop, neither jet engines and I still not understand. How is it vectored? What prevents the gases from trying to escape the combustion chamber backwards, disturbing the incoming airflow?
Thank you for the demonstration of how the turboprop engine works. Awesome information, and very easy to understand. Thank you for taking the time to film, edit, and post this video.
Wow. What great explanation of the turboprop engine. It seems highly reliable. Sometime I think why people still bother with piston engines in aircrafts; this seems much more straightforward. Thank you Captain Joe...
Thank you Capt. Joe. This was the most thorough, most articulate, description and explanation. Of a gas turbine prop aircraft. As I was never completely clear. On the intricate differences between a turbojet, fan jet and turboprop. The other two, no problem. Turboprop? Confusion. No wonder I was confused. It runs backwards. It doesn't suck from the front.. It sucks from the rear. I did not know that? No wonder I was confused. Not that I shall ever fly a turboprop, myself. That will be never. I haven't flown since I was, 15 years old. 52 years ago. When my folks got divorced. That was the end of my flying days. Strangely, my father's also. So I never was really certain? Why he even got a private pilot's license? I think it was just to see if he could? Because after the divorce. He also never flew again. But spend a lot of money learning to fly. And for what? I think it was just to get away from my mother? But no matter now. All are dead and gone. I am now 67 years of age and retired. I will not be doing any flying anymore myself. I will never get that pilot's license. As I had no reason to do so. It was just something that was fun. Not many people get to fly actual airplanes, themselves. It's an incredible experience. And one where you wonder whether you will die any moment? And try not to. I can't say this much. I had an opportunity some years back. To try out a couple of actual, Military Simulators by both Boeing and Grumman. Of the Lockheed designed, F-22 Raptor. Just entering service with the brand-new Boeing improved cockpit. And I got to fly that, military simulator. Oh my goodness! Holy shit! It was beyond awesome. I had never flown anything like that in my life! I had zero experience. And apparently I'm a natural. Or so I was told afterwords by the Boeing guy and 5 or 6 US military fighter pilots. Who observed me. I didn't know I was even being watched? After I was done with the simulation. Aunt discovered the US military fighter pilots watching me. They asked me if I'd flown, F-14's, 15's or 16''s? I said no. 35 years ago when I was 15. I was flying a Piper Cherokee 140 and occasionally a 180, civilian aircraft. And I haven't flown in 35 years. I've never flown multiengine. I have certainly never flown jets. I've never touched a jet fighter. And they asked me why I didn't join the Air Force? I told them I tried. But I didn't qualify for fighter pilot. And so I didn't enlist. They told me I missed my calling. I said no. The US military missed a great pilot. They agreed. They couldn't believe I'd never touched a jet fighter before? Neither could I. It came to me very naturally. And it was an all glass cockpit I had never seen before. It just all made sense.. In the following year I got to check out a Grumman, A-10 Warthog. And I found that harder to negotiate and fly. Then the F-22 the year before. Yet that is a much more complicated plane.. Much more capable. Much more state-of-the-art. The A-10 is over 60 years old! Or is that 50? Who cares? It's nearly a half-century ago. And very old-fashioned. Though still awesome. Now the only problem with having experienced both of those official, Military Simulators. Costing many millions of dollars, each. Due to this experience. There is just no way. I can play with Microsoft Flight Simulator. Without a cockpit. What a joke! It's kid stuff! It's make pretend. You don't get any experience! But in the real military simulators. You do. It's the real cockpit. With forced feedback. TA-DA! RamyRAD
3:25 - The first three compression fans are an Axial compressor. Compressed horizontally to the center shaft. The forth fan, which is like an automotive Turbocharger is a Radial compressor. Compressed vertically via centrifugal force away from the center shaft. Or also know in the auto world as a Centrifugal supercharger. Fun fact - Max Verstapin's 2023 F1 Red Bull Honda turbo has a similar compressor for its turbo as this turboprop. Axial then radial compressors.
You’re really making my life man. I’ve been searching for detailed explanation (for ex how to air compressed) but never find one until now. Thank you so very much. I hope we can have one like this for the helicopter turboshaft also. Thank u Captain ❤❤❤❤
There is a regional airport very close to my work, and you can always tell when a turboprop is on the line due to its distinctive sound when taking off. Very cool!
Very interesting. I’ve never paid much attention to how a turboprop works and watched this video to find out. It was really cool to learn not just how they generally work but at the same time, how the pt6 series are such innovative versions. Lots of homework went into these beauties.
Thank you sooo much Captain Joe! I’m an Engineer and an Av Geek but really it’s so hard to find such a simple explanation that also covers important questions I always had (like the not continuous shaft!)
This is by far the best and most concise explanation of the PT6 I've ever seen! This is evidence that, when you understand something well, you don't need much time to explain it in clear terms :) GREAT WORK!
Finally my hard head has a basic understanding of a turbine engine. I've turned a few wrenches and from a maintenance view this design is brilliant. Great video.
Wow! what a truly eye-opening video. A fantastic explanation of an iconic engine. It's brilliant being able to see the working components inside the engine casing. jet engines get all the "fame" but these beauties are good reliable work horses. Thanks Captain Joe, I'm sure you enjoyed your day off too.
Holy Toledo, the airflow takes A LOT of turns in this engine! 😲 But this video really lives up to its title - now I really have a grasp how turboprop engines (and stationary turbine power generators) actually work. Well done! 😎👍
Graduated not too long ago from FSCJ Aviation Maintenance program, at Cecil Field ... and for our turbine overhaul project lab (which is a few weeks long, also because we learn how to look up ADs, service bulletins etc and apply them) we use the PT6A-20 engine (also involved line maintenance and heavy maintenance as part of our projects)... great engine to learn turbines in general
You can actually start the engine while holding or retaining the propeller, which needs to be done if the engine oil temperature is below about -20C. I absolutely LOVE the PT6 and have flown the PT6-6 on the original King Air 65-90, the model -20 on the Beech 99, ten different models of King Air and up to the -67B which is on my Pilatus PC-12NG.
Captain Joe, you are the first human being that has demystified how this engine works. I couldn’t work out how one part of an engine could spin in the opposite direction if another part. I thought it was some sort of weird magic! 😂 What a clever design and so compact. Now I can see the advantages of having something like that inside an M1 Abrams instead of a socking huge and heavy v12 lump. Plus it’s lighter and simpler. Just really bad gas mileage and less durability I guess. Thanks for your top content Joe 👍
The best explanation so far with a great cut out of real PT6 engine. Thanks Joe. Wish you can do the GE T58 engines for showing different make of turbine engine.
Great explanation! And interesting to know how the two shafts rotate in opposite directions to avoid excessive torque/roll on the plane itself. Conservation of angular momentum - simple and elegant :)
I'm not sure Torque is the reason for counter rotation of the turbines. The turbine/compressor of the gas generator is free spinning and not attached to the engine/airframe in a way that allows it to transmit any meaningful torque to it, other than a very small amount of bearing friction (which would actually make the engine turn in the SAME direction as the turbine). This is the same reason why a pure jet engine doesn't torque roll the airframe, because the turbines/compressors just spin freely in the gas stream and can only provide longitudinal forces to the engine. The reason the power turbine/ gearbox in a turboprop creates torque roll is because the gearbox is anchored to the engine/airframe, meaning that torque from the turbine will be transmitted through the engine/airframe on its way to the prop. The torque reaction relates to the gearing and which way the propeller spins, not the direction of the turbine shaft To my knowledge, the reason for counter rotating shafts is to make use of the swirl of the gas stream in the engine. E.g. as air flows through the turbine of the gas generator, it will start to rotate opposite to the rotation of the turbine (i.e. the turbine pushes the air anti-clockwise and this spins the turbine clockwise through equal and opposite reaction). The power turbine then spins opposite to the gas generator turbine, i.e. with the gas stream to make it spin more efficiently Some turboprops are actually fixed shaft, meaning the gas generator and the gearbox are on the same shaft and spin in the same direction
10:42 Along the blade the air is decelerated, to gain pressure according to Bernoulli., with respect to the rotating blade, NEVER ACCELERATED in the axial compressor. the high initial relative velocity is due to the rotation of the blades. The same process occurs in the stator vane, this time relative to the stationary stator blades
I've got easily 1200+ hours behind this engine in a king air and porter(one of the best aircraft) and this is the best most informative things I've come across. I've always heard the bad things about the engines reverse flow and free turbine etc...but truthfully the advantages pointed out here are exactly what kept me and my passengers safe. Even when people pointed out the problems they were also quite quick to say but it's reliable. Honestly the "problems " were monetary and sometimes caused by pilots, because they AREN'T cheap to fix or replace 😮
I love the sound of turboprops spooling up. That high frequency sound underscored by a smooth base thrum gives me goosebumps. The only thing that beats it is the bodily acoustic overlapping resonances of rocket launches. Auditory heaven that's worth the eardrums.
You know, your channel is the perfect example of someone who is good at their job vs someone who is great. It's only the great ones that go to exhaustive lengths to learn everything in their profession vs just punching a time clock. Good job
An eye-opening GUI video about how reverse flow Turboprop internal engine works. A complex piece of engine with so many component parts when the flight is in progress. 🛩Wow, it's mind blowing!
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
I’ve always been confused by the turboprop engine. This is far and away the best and most understandable step by step explanation. My eyes have been opened!
Thanks buddy! That was the purpose of this video👍🏻
@@flywithcaptainjoe If anyone is interested in learning more about turbine engines a very informative site is AgentJayZ. Hopefully cap joe will leave this up and not ghost it like he did my first comment (not cool), as it is clear that he doesn’t know about AgentJayZ and his site. He is a jet / turbine tech that overhauls different jet engines and has fantastic and detailed videos of every aspect of turbines.
Latest video is:
Afterburner Monday
If you want to get even more technical, in the comment section a turbine engine development engineer from RR answers the more complex design issues questions many times.
Sokath. His Eyes Uncovered!
@@SHOTbyGUN A spy!!
@@SHOTbyGUN At Tanagra. LOL!!! Nice Star Trek reference there.
This was a wonderful explanation of the operation "cycle" of the engine. As an aircraft maintenance engineer, I started my career working on Beechcraft King Air 200, 250, and 350. I've performed many many "HSI's" 10:35 (hot section inspections) on these PT6 engines, where we split the engine at the point between the CT(compressor turbine) and the 1st stage PT(power turbine) .
It's always amazing to see the cutaway of the exact engine you'll be working on, which is generally only located at the manufacturer's approved course-instructing facilities.
Fun fact: Only approximately 30% of the air in a turbine engine is used for combustion. The other ~70% is used for cooling!
Oh, I also managed to salvage an unserviceable gas generator (the inside of which is pictured at 4:04 with the diffuser ducts/vanes) and installed a glass top on it to serve as a coffee table :)
OMG, PLEASE make more videos like this of other engines, this was absolutely FANTASTIC!
More to come!
🤍💙👍🏼🙇🏻♂️
Most turbine engines work basically the same way. There are a few variations in bypass, and combustion chamber types but pretty much the same basic principals as this. Can, Can-Annular, and Annular are the 3 main combustion section types. Can is used in smaller engines like APUs and GPUs and on some small turboprop engines. Can-Annular are older types used in turbojet engines like the JTD-4, and Annular are used in most modern high bypass engines. Though can-annular are still used by in drastically fewer numbers than they used to be. In fact I used to laugh at one particular episode of Star Trek The Next Generation episode because they used a bunch of can-annular cans for set decoration as "scavenged parts" from derelict ships. Most people would have no idea what they were looking at though.
.. just this..!
... so easy and simple story this powerful motor.. 👋👍
As a P&WC employee this engine is a marvel on its own I am honored to be part of this company! This video is by far the best explanation of how our PT6 works! Fantastic, clean, and concise! Captain' :)
Just wait until the EPA mandates it to have zero emissions...
I know not with what weapons World War III will be fought, but World War IV will be fought with sticks and stones and PT6, cause for sure you will find some still working
I have over 1,000 hours with the PT-6 (King Air and Twin Otter). This is the best explanation of the engine I have ever seen and heard.
Thanks buddy! Means a lot!
Lucky you 😢😢😢
I've been through turbine schools and have to say that this presentation is nothing short of excellent! You hit every point and gave numbers. Top shelf!
As a personal injury attorney, I can't stop thinking how some idiot or kid could walk about to the display and put their fingers in the gears. lol
@brentwoodtn
I would think a personal injury attorney would care for his vision more.
The engine is encased in a plexiglass shield.
You really think that they wouldn’t have thought of that in the Litigious States of America? You’ll have to chase a different ambulance.
I am electrical Engineer, but we had an Mechanical Engineering subject in our first semester and Gas Turbine/ Generator was a huge part of that course, I wish i had this kind of video that time.excellent explanation thanks to you and also thank PW for such a nice cross sectional model of the PT6
Very nicely explained. Thanks
The similarities between this and a reheat steam turbine are uncanny. Obviously, steam turbines don’t have combustion chambers but the similarities are considerable.
As a Mechanical Engineer with a specialisation in Internal Combustion Engines and Turbomachinery, I would like to highlight that, up to now, this is one of the best and clearest explanations I have personally come across with (and I have watched quite many due to my passion with regards to this specific topic).
Very well done Captain, and please keep on sharing contents of this quality.
I watch a lot of engineering explanation videos and this was honestly one of the most clear and concise I've ever seen.
I'm often left with questions I go off and research, but there is no need after this one.
Well done, great video Joe 👏
. Great job I look forward to more Jet Engine Videos. How about the Pratt Whitney
Geared Turbine that is gaining favor. Walter
P.S. I worked on the JT8D engine in the early 60’s that was used to power the Boeing 727 .
gear determine
By far, the clearest and most lucid video on Turboprop explains everything with great diagrams and models. Well-done
Great video Joe! The PT6 is make exclusively by Pratt and Whitney's Canadian division (also where I work!) and has been a cornerstone of our company's success for decades.
You have a great job !
You guy's put out a great engine! I've j.g ad many years working on those.❤
@@robertdmoore2592 I forgot to include this in the original comment but we recently surpassed 1 BILLION hours of active service for the PT6 family of engines.
@@jwebes I wouldn't doubt it considering the reliability of that engine and sure it's got a lot of hrs to go!!!
Tbh this is a grotesque design, I expected better but as I am learning more about the jet engine I am learning at what rudimentary stage most so called advanced western designs are... Probably in future Chinese or Indians can bring back greatness in engineering but before that those countries have lots of reform to do the come out of all the damage that west has done to the east
Great video and explanation. I used to work on a turboshaft version of the PT6 when in the Military. The PT6T (or for the military, T400-CP-400) powered the 2-blade Huey helicopter (UH-1N).
Same gas generator section layout, a different turbine section, and a combining gearbox that had two of these units combined side by side for a single output shaft to the helicopter.
Whoever came up with the idea about the separation between Gas Generator and Power Section blew my mind that the shaft is not connected from each other. Your explanation about the engine was very clear and easy to understand. Thanks for the video!
The Chrysler turbine that was developed late 50's-early 60's utilized the same concept. This was the "clutch".
@@kennethm.pricejr.8921
essentially a gas (which is still a fluid) torque converter
Lycoming had the T53 ( Huey engine) free power turbine in the late 50s but I am not sure if it was before the Chrysler engine.
@JimBee73
pretty much! you can only break half of the engine
I wonder how much efficiency you lose with this "viscous coupling". With torque converters, it's generally about 15%.
You have answered pretty much all of the questions I had about turboprop engines in a single video that's very easy to understand. Thank you!
Currently studying ATPL 021/powerplant , this is very helpful and straightforward, thanks 😊
Glad it was helpful!
i'm an a/c engineer working on PT6 family for the last 33 years, and this is the clearest, simpliest explanation i ever heard. good job Pil!
Well done! From my limited understanding, the E-Series engines are FADEC, which simplifies startup (preventing hot/hung starts) and can be used with autothrottles to greatly reduce pilot workflow.
Wow! I was a jet engine mechanic in the USAF and worked on the P&W J-57 engine. I was blown away by this video to learn that turboprop blows from back to front! Amazing!
as a curiosity, I will add that the parts for the construction of this engine are manufactured in a branch of the Pratt and Whitney plant in Poland in the city of Kalisz. in Kalisz we also have the same model of this engine. thank you for a very nice episode. Regards, Przemek
You guys had a car/s racing at LeMans just last week.
What an incredibly well-made video. Thank you so much Captain Joe for partnering with P&W to bring us this amazing step-by-step explanation, and for bringing your experience and knowledge to it to make it feel a bit more real and not just purely technical. You're a teacher, an entertainer (referring to your "windmill" :D) and you're a stand-up dude. Fly safe!
I love flying on turboprop aircraft! My favourite is the Dash 8-400/Q400. The Dash 8-400 also sounds so cool.
The smaller ones sound even better.
@@lajya01 I will say that all turboprops sound cool but I think the Dash 8-400 sounds the best of them all.
Turboprops make my favourite sound, especially through rain, and powering down. Most of my flights of this kind were Saab 340.
Back in the 90s I had a chance to go for a tour flight on a Fokker f27 with the RR Dart engines, what a sound, that high pitched whining sound was epic! 😎
Yes it does!!
Sir, I am a retired machinery engineer for a major oil company and worked with gas turbines, hot gas expanders, axial/centrifugal air compressors and high pressure to low pressure turbo expanders for 39 years and this by far is the best explanation I have ever seen, you did a fantastic job. I really enjoyed listening to your explanation.
This was absolutely eye-opening! Fantastic video! I had no idea that this engine is used in so many aircraft. This is straight-forward eLearning material. I would love to see more of videos like this. I especially liked the format - filming on site and using voice-overs and additional elements to explain what's going on. Many thanks!
Captain Joe, this is by far the best technical explanation I have ever watched on turbo prop engine operation. Great presentation!
The air is NOT accelerated in the compressor, although the duct gets more and more narrow and the Venturi effect should kick in. That's because the blades on the rotors and stators build up a decelaration grid. The speed of the airflow remains more or less the same while passing the compressor. The compressor is not about to accelerate the air, but to compress it. BTW, a centrifugal stage is used when the ratio of blade length and width of the gap between blade and channel would get too big.
The compressors do accelerate the air tangentially. The stators are there to reduce the tangential velocity and convert it into static pressure.
A centrifugal compressor is used to make a compact engine as it’s far more suited to a reverse flow combustion chamber (not to be confused with reverse flow engine) which allows the compressor turbine to be mounted on a very short shaft between it and the compressor.
A centrifugal compressor is also cheaper to make, more resistant to compressor stalls, and if it’s the first stage more FOD resistant.
@@calvinnickel9995
What is FOD?
Coming from someone who's only previous knowledge was how rotary engines worked, this cleared up how these things work phenomenally
Damn now this is probably the best explaination you can think of for a turbo prop!
This is hands-down the best explanation for how a Turboprop engine works. I *know* this because I searched UA-cam many times in the past and most of the videos were quite lackluster in their explanation. Outstanding work Joe!
Amazing video Capt. Joe. I particularly was flying the Beechcraft 1900C and D with Pt6A-65B and Pt6A-67D and are turbines with a high efficiency and reliability . Great video !
The engineering genius that goes into these engines just boggles the mind. It’s vids like this is why I love UA-cam.
You’re truly giving Real Engineering a run for his money! 👏🏻
I really like his channel!
This was the clearest video I’ve ever seen detailing how a PT6 works, and answered a lot of questions I had. Thank you! I especially like your explanations of the engineering trade offs and decisions in the design, like the counter-rotating shafts.
thank you for this video, went to A&P school about 10+ years ago & this is probably the best way i think i've seen a turboprop engine demonstrated
Captain Joe , I am amazed of how you can precisely explain how the turboprop engine works.
I am an Aerospace Engineering student a third year (senior) and your clarity in giving your explanation has just made it easy to go about the unit of propulsion and Power plants .
Joe, I will concur with some of the other posts. This is far and away the best explanation of how the PT6 turboprop engine works. If I were still teaching, I play this again and again for my students. Good on you for putting this on the internet.
This was a fun video for me to watch. My son was in the Marine Corps in Aviation Ordinance. He’s now going to school on the GI bill for aircraft maintenance and learning to fly. He’ll be maintaining these engines and flying them as well.
Very good explanation . Im studying aerospace engineering and this is a nice explanation . The centrifugal compressor looks just like the one in the APU.
Impecable explanation. It's impressive how the flow of gases and reduction gearboxes lead to such amount of HP and torque. Thank you mate.
From my early days of putting together thermodynamic turbine engine models at Cal Poly through my time in aerospace, I've never seen a better explanation with your level of detail that the average person can understand. Awesome video Captain Joe - Thanks👍
It was a good explanation a Dan.
It was THE BEST explanation that heard in my whole life about a reaction engine mainly about a PT-6 one. Not all of UA-camrs nor any social channels explain the beginning of all: engine starter. Most of explanations start explaining from the ingested air passing through compressors when the should start to explain from the starter generators which is where everything starts. Congratulations Cap. Joe! ❤
Love this video. One of the best explanations of the PT-6 ever.
The BEST Ever & Beautifully explained video about PT6 Engine on the internet till now. Even the beginner can understand. Thank you Captain Joe!
Huge thanks to u on this video for clearer explanation. I have always wondered how the start up takes takes place. Most people always forget to talk about the starter motor connected to battery which in turn after starting serves as the power generator.
@ 11:13 You have an arrow pointing to the Fuel heater/oil cooler unit but have it labeled as the oil scavenge pumps. The oil scavenge pumps are on the other side of the accessory gearbox, 1 internal and 1 external.
You have cleared up the inlet confusion I was experiencing. It wasnt by any means obvious where the inlet was situated. Thank you. They are an excellent and fuel-efficient engine type, with the reliability and longevity of jet engines, and a smaller, slimmer, footprint advantage.
I grew up at airports, flew in many Beechcrafts, but never would have guessed this is how the engines work. Thank you for this Captain Joe.
BRILLIANTLY and CALMLY explained. The visuals are splendidly helpful. Thank you !
I’ve never totally understood how a differential works on a car. I think a video like this one would be my path to enlightenment!
I was able to follow Captain Joe’s calm, measured and elegant presentation on this one.
Wish I had grown up with such teachers.
Thank you.
I never did either. But then I read a book and figured it out.
Imagine that you have a set of gears connecting two separate axles-one on each side. When you turn one wheel one way, the opposite wheel wants to move the opposite direction. Those are the “spider” gears and usually four conical gears.
You take the two concical spider gears between the gears on the axles.. and you move them in a circular direction the same way the wheels rotate. They will drive the wheels because they will not spin unless the tires are allows to go different speeds (like in a turn).
You attach those gears to a big ring gear.. and drive that gear with another gear off the drive shaft.
Now you have a differential.
The counterrotation of the FPT is mainly an advantage in engine performance, as you utilize / harvest the circumferential momentum of the flow exiting the HPT. Hence, your FPT NGVs need less curvature and hence have less losses. The torque compensation is only a positive side effect.
Great video Captain!! Easy to follow along, and you explained this really well. Thank you for taking the time to do this. It's clear you had a vision and you executed it well. Looking forward to more videos like this.
Cool video. I’ve been confused about the differences between turboprop, turbofan, and turbojet forever. You helped me understand turboprop today. Thank you.
By far that is the best explanation that I’ve ever seen on this excellent engine. Keep up the great work!
Well, I was searching for a good explanation of turboprop engine for my AGK ATPL exam. This is the best one. I think that after studying a good video like this one helps a lot in order to consolidate the knowledge.
What a really great and detailed explanation of the pt6 turboprop engine. I just love how everything works and and so fascinated that this engine can produce so much power. If I was 30 years younger I would be looking for a aviation school to become an A&P Mechanic. I already have my avionics degree. I just love aviation and everything that goes with it!
Concise explanation, visually clean and precise illustration with no gimmicks. Excellent presentation - well done! Subscribed.
Thanks for bringing back many good memories. I was a Field Rep for P&W starting in 1965 and had my first assignment covering corporate and 3rd Level airlines operating the King Air out of Detroit. I started out with the PT6-6/6A and I stayed with the program up until the -27 was fielded. Worked with companies such as GM, Miles Lab, Upjohn, Marathon Oil but to name a very few. My territory included Mighigan, and N. Ohio. Also did a stint at Rockwell in Colmbus, Ohio when we we trying to get the contract for the OV-10A that had engines turning in opposite directions to counter the prop torque. Was also involved with the installation of an ST6 in a Dana Truck. I loved my time supporting this product and the people I worked with at PWC!!
I belong to a museum,and we have a ST 6 that was used in a Canadian Hydrofoil research project,I think it's based on the PT 6 - 20
The P&W turboprop engines are so good. The F50 and Dash 8 aircraft have P & W turboprop engines.
As always - perfect explanation of complicated things! “Professor” Captain Ingo is the best teacher in aviation!
Probably the best explanation of a turbo prop I’ve seen, that model was really cool and the animated one was real nice as well, nicely done.
Impressive engine explained in laymans terms helping a curious mind on the way to better understanding. Thank you, Captain Joe, wish there was more people like you, more enganged in the matter at hand than the drone of their own voice when explaining stuff. I’ve seen the Pilatus Porter and what it can do. Now I know how the engine works that makes much of the Porters abilities possible.
Best explanation of a turboprop ever. Brief and easy to understand. Great video!
Excellent! The best explanation of a turboprop engine I’ve ever heard! Very clear and detailed.
Im a humble structural engineer, but love seeing mechanical appliances being explained. When you transitioned from cold air system through the combustion chamber, I was wondering about the varying speeds of rotation between the two chambers, expecting to find a fluid coupling or some other method of separating the two shafts, my reasoning being that the fastest turning shaft would control the other, or would that be the system with the higher torque? I impressed myself by understanding there should be separation between the shafts before you got there. Thank you for educating us less informed but inquisitive engineering lovers.
11:12 is fuel heater, not the scavenge pump...scavenge pump can be seen at 10:40 - 10:45 to the left and under the starter.
Vielen lieben Dank, Joe für diesen wunderbare Erklärvideo. Wieder grandios erklärt! Herzlichen Dank.
4:44 The only thing that I never understood about turboprop, neither jet engines and I still not understand. How is it vectored? What prevents the gases from trying to escape the combustion chamber backwards, disturbing the incoming airflow?
The most clear and easily understandable explaination I've ever watched and heard.
Thank you for bringing this up, last used the PT-6A-25A 11 years ago. Further understanding with very good visual representation!
Thank you for the demonstration of how the turboprop engine works. Awesome information, and very easy to understand. Thank you for taking the time to film, edit, and post this video.
Wow. What great explanation of the turboprop engine. It seems highly reliable. Sometime I think why people still bother with piston engines in aircrafts; this seems much more straightforward.
Thank you Captain Joe...
Thank you Capt. Joe. This was the most thorough, most articulate, description and explanation. Of a gas turbine prop aircraft. As I was never completely clear. On the intricate differences between a turbojet, fan jet and turboprop. The other two, no problem. Turboprop? Confusion. No wonder I was confused. It runs backwards. It doesn't suck from the front.. It sucks from the rear. I did not know that? No wonder I was confused.
Not that I shall ever fly a turboprop, myself. That will be never. I haven't flown since I was, 15 years old. 52 years ago. When my folks got divorced. That was the end of my flying days. Strangely, my father's also. So I never was really certain? Why he even got a private pilot's license? I think it was just to see if he could? Because after the divorce. He also never flew again. But spend a lot of money learning to fly. And for what? I think it was just to get away from my mother? But no matter now. All are dead and gone.
I am now 67 years of age and retired. I will not be doing any flying anymore myself. I will never get that pilot's license. As I had no reason to do so. It was just something that was fun. Not many people get to fly actual airplanes, themselves. It's an incredible experience. And one where you wonder whether you will die any moment? And try not to.
I can't say this much. I had an opportunity some years back. To try out a couple of actual, Military Simulators by both Boeing and Grumman. Of the Lockheed designed, F-22 Raptor. Just entering service with the brand-new Boeing improved cockpit. And I got to fly that, military simulator. Oh my goodness! Holy shit! It was beyond awesome. I had never flown anything like that in my life! I had zero experience. And apparently I'm a natural. Or so I was told afterwords by the Boeing guy and 5 or 6 US military fighter pilots. Who observed me. I didn't know I was even being watched?
After I was done with the simulation. Aunt discovered the US military fighter pilots watching me. They asked me if I'd flown, F-14's, 15's or 16''s? I said no. 35 years ago when I was 15. I was flying a Piper Cherokee 140 and occasionally a 180, civilian aircraft. And I haven't flown in 35 years. I've never flown multiengine. I have certainly never flown jets. I've never touched a jet fighter. And they asked me why I didn't join the Air Force? I told them I tried. But I didn't qualify for fighter pilot. And so I didn't enlist. They told me I missed my calling. I said no. The US military missed a great pilot. They agreed. They couldn't believe I'd never touched a jet fighter before? Neither could I. It came to me very naturally. And it was an all glass cockpit I had never seen before. It just all made sense..
In the following year I got to check out a Grumman, A-10 Warthog. And I found that harder to negotiate and fly. Then the F-22 the year before. Yet that is a much more complicated plane.. Much more capable. Much more state-of-the-art. The A-10 is over 60 years old! Or is that 50? Who cares? It's nearly a half-century ago. And very old-fashioned. Though still awesome.
Now the only problem with having experienced both of those official, Military Simulators. Costing many millions of dollars, each.
Due to this experience. There is just no way. I can play with Microsoft Flight Simulator. Without a cockpit. What a joke! It's kid stuff! It's make pretend. You don't get any experience!
But in the real military simulators. You do. It's the real cockpit. With forced feedback. TA-DA!
RamyRAD
3:25 - The first three compression fans are an Axial compressor. Compressed horizontally to the center shaft. The forth fan, which is like an automotive Turbocharger is a Radial compressor. Compressed vertically via centrifugal force away from the center shaft. Or also know in the auto world as a Centrifugal supercharger. Fun fact - Max Verstapin's 2023 F1 Red Bull Honda turbo has a similar compressor for its turbo as this turboprop. Axial then radial compressors.
You’re really making my life man. I’ve been searching for detailed explanation (for ex how to air compressed) but never find one until now. Thank you so very much. I hope we can have one like this for the helicopter turboshaft also. Thank u Captain ❤❤❤❤
There is a regional airport very close to my work, and you can always tell when a turboprop is on the line due to its distinctive sound when taking off. Very cool!
Very interesting. I’ve never paid much attention to how a turboprop works and watched this video to find out. It was really cool to learn not just how they generally work but at the same time, how the pt6 series are such innovative versions. Lots of homework went into these beauties.
Little brother. I absolutely love how you are able to explain a complicated situation. In easily understandible terms. Please keep bringing it.
Thank you sooo much Captain Joe! I’m an Engineer and an Av Geek but really it’s so hard to find such a simple explanation that also covers important questions I always had (like the not continuous shaft!)
This is by far the best and most concise explanation of the PT6 I've ever seen! This is evidence that, when you understand something well, you don't need much time to explain it in clear terms :) GREAT WORK!
Finally my hard head has a basic understanding of a turbine engine. I've turned a few wrenches and from a maintenance view this design is brilliant. Great video.
Wow! what a truly eye-opening video. A fantastic explanation of an iconic engine. It's brilliant being able to see the working components inside the engine casing. jet engines get all the "fame" but these beauties are good reliable work horses. Thanks Captain Joe, I'm sure you enjoyed your day off too.
Best explanation ever. I’m a ATPL student, and that is EXACTLY what I was looking for! Thank you so much, captain…
How is the thrust created to give the plane the motion in this engine?
Joe - a superb description of the PT-6. Best I’ve seen. Well done.
Holy Toledo, the airflow takes A LOT of turns in this engine! 😲
But this video really lives up to its title - now I really have a grasp how turboprop engines (and stationary turbine power generators) actually work. Well done! 😎👍
Graduated not too long ago from FSCJ Aviation Maintenance program, at Cecil Field ... and for our turbine overhaul project lab (which is a few weeks long, also because we learn how to look up ADs, service bulletins etc and apply them) we use the PT6A-20 engine (also involved line maintenance and heavy maintenance as part of our projects)... great engine to learn turbines in general
You can actually start the engine while holding or retaining the propeller, which needs to be done if the engine oil temperature is below about -20C. I absolutely LOVE the PT6 and have flown the PT6-6 on the original King Air 65-90, the model -20 on the Beech 99, ten different models of King Air and up to the -67B which is on my Pilatus PC-12NG.
Best Explaination of a turboprop system. I always had a confusion about the path of air in a turboprop system. Thank You.
Captain Joe, you are the first human being that has demystified how this engine works. I couldn’t work out how one part of an engine could spin in the opposite direction if another part. I thought it was some sort of weird magic! 😂 What a clever design and so compact. Now I can see the advantages of having something like that inside an M1 Abrams instead of a socking huge and heavy v12 lump. Plus it’s lighter and simpler. Just really bad gas mileage and less durability I guess. Thanks for your top content Joe 👍
Thank you Captain Joe for this wonderful session on how exactly "turboprop" engines work.
WOW! You covered so much in 13 minutes, and yet, all understood. Great video, great engine design.
The best explanation so far with a great cut out of real PT6 engine. Thanks Joe.
Wish you can do the GE T58 engines for showing different make of turbine engine.
Great explanation! And interesting to know how the two shafts rotate in opposite directions to avoid excessive torque/roll on the plane itself. Conservation of angular momentum - simple and elegant :)
I'm not sure Torque is the reason for counter rotation of the turbines. The turbine/compressor of the gas generator is free spinning and not attached to the engine/airframe in a way that allows it to transmit any meaningful torque to it, other than a very small amount of bearing friction (which would actually make the engine turn in the SAME direction as the turbine). This is the same reason why a pure jet engine doesn't torque roll the airframe, because the turbines/compressors just spin freely in the gas stream and can only provide longitudinal forces to the engine. The reason the power turbine/ gearbox in a turboprop creates torque roll is because the gearbox is anchored to the engine/airframe, meaning that torque from the turbine will be transmitted through the engine/airframe on its way to the prop. The torque reaction relates to the gearing and which way the propeller spins, not the direction of the turbine shaft
To my knowledge, the reason for counter rotating shafts is to make use of the swirl of the gas stream in the engine. E.g. as air flows through the turbine of the gas generator, it will start to rotate opposite to the rotation of the turbine (i.e. the turbine pushes the air anti-clockwise and this spins the turbine clockwise through equal and opposite reaction). The power turbine then spins opposite to the gas generator turbine, i.e. with the gas stream to make it spin more efficiently
Some turboprops are actually fixed shaft, meaning the gas generator and the gearbox are on the same shaft and spin in the same direction
What a great video! I had no idea they worked like that. Backwards?? Wow, that is counterintuitive. Airflow in a zig zag! Fascinating.
10:42 Along the blade the air is decelerated, to gain pressure according to Bernoulli., with respect to the rotating blade, NEVER ACCELERATED in the axial compressor. the high initial relative velocity is due to the rotation of the blades.
The same process occurs in the stator vane, this time relative to the stationary stator blades
@11:14 that is the fuel heater not the scavenge pumps the pumps can be seen @11:22 below the Starter/Gen.
I've got easily 1200+ hours behind this engine in a king air and porter(one of the best aircraft) and this is the best most informative things I've come across. I've always heard the bad things about the engines reverse flow and free turbine etc...but truthfully the advantages pointed out here are exactly what kept me and my passengers safe. Even when people pointed out the problems they were also quite quick to say but it's reliable. Honestly the "problems " were monetary and sometimes caused by pilots, because they AREN'T cheap to fix or replace 😮
Thanks for the great video Joe i actually learned alot about the PT6 engine in this video and i now understand it alot more. Thank you
I love the sound of turboprops spooling up. That high frequency sound underscored by a smooth base thrum gives me goosebumps. The only thing that beats it is the bodily acoustic overlapping resonances of rocket launches. Auditory heaven that's worth the eardrums.
Always wondered how a turboprop engine differed from a pure jet engine. Thank you for a great explanation!
Pure jet engine? Turbojet, Tubofan, Ramjet, Scramjet, Pulsejet?
You know, your channel is the perfect example of someone who is good at their job vs someone who is great. It's only the great ones that go to exhaustive lengths to learn everything in their profession vs just punching a time clock. Good job
An eye-opening GUI video about how reverse flow Turboprop internal engine works. A complex piece of engine with so many component parts when the flight is in progress. 🛩Wow, it's mind blowing!
Capt Joe, You have nailed it!!..the most understandable explanation ever made!