T-6B Propulsion

Created: 12 Sep 2015

Updated: 30 Oct 2018
T6BDriver.com
 Objectives
• Identify the main sections of the engine and components located within
• Understand the purpose and operation of the Power Management Unit (PMU), Propeller
Interface Unit (PIU), and Engine Data Manager (EDM)
• Identify the components and understand the operation of the propeller system
• Identify the components and understand the operation of the fire warning system
• Identify the components and understand the operation of the engine oil system

(Utilize Oil system schematic while reviewing this slideshow)

 References
• T-6B NATOPS Manual
• Section 1
• Engine
• Section 5
• Oil System • Figure 5-1 Instrument Markings
• Reduction Gearbox (RGB)
• Propeller • Figure 5-2 Engine Operating Limits
• Start and Ignition System
• Power Control Lever (PCL)
• Engine Instrumentation Unit Markings
• Power Management Unit (PMU) Operation
• Gauge Marking Logic and Definitions
• Auto Start Operations
• PMU Inoperative (Manual Mode) • Engine Oil Quantity Limitations

• Integrated Avionics System • Battery/Starter Limitations

• Engine Data Manager (EDM) • Starter Limitations
• Temperature Limitations
• Fire Warning System
• Propeller Limitations
• Firewall Shutoff Handle • Propeller Ground Operation Limitations
• Propeller Rotational Overspeed Limitations
Propulsion System Overview

• Powered by a PT6A-68 free-turbine engine producing 1100 shaft horsepower (SHP)

• Air cooled oil system provides lubrication to engine bearings, reduction gears, and propeller

• Engine Data Manager (EDM) monitors engine operating parameters and illuminates appropriate EICAS display

• Power Management Unit (PMU) to control auto-starts, ensure ops limits compliance and provide near-linear power response

• Reduction Gearbox (RGB) reduces engine RPM to acceptable levels to drive propeller

• Four-bladed, constant-speed, variable-pitch propeller system

• Dual-sensor tube, fire warning system detects engine compartment overheats/fires

Engine
(General)

• Pratt & Whitney PT6A-68 free-turbine, reverse flow, turboprop engine

• Free-turbine – Compressor and power turbines not physically connected
• Reverse flow – Air starts at back of engine and moves forward
• Flat rated to produce 1100 shaft horsepower (SHP)
• Engine Data Manager (EDM) monitors engine operating parameters and illuminates appropriate EICAS display
• Requires air, fuel, & heat for operation
• Basic operation – Suck (intake) / Squeeze (compressor) / Bang (combustion) / Blow (turbines & exhaust)

Reduction Gear Ignitors

Box (RGB)
Combustion Centrifugal Axial Oil Tank
Prop Interface Chamber Compressor Compressor
Accessory
Unit (PIU) Gearbox

Prop Shaft & Flange Starter/Generator

Permanent Magnet
Alternator (PMA) Fuel Management
Unit (FMU)
Compressor Compressor
Chip Detector Exhaust Case Power Turbine Turbine Inlet & Screen
Engine
(Major Sections)

• Three major sections of the engine Power Turbine Accessory

• Accessory Compartment Section Compartment
• Gas Generator Section
• Power Turbine Section

• Have ability to access accessory compartment via left/right doors

• Gas generation & power turbine sections under cowlings

Gas
Generation
Section
Engine Accessory Compartment Door (left side)

(Accessory Compartment)

• Located at rear of engine

• Left side door has 3 engine access latches to secure

• Right side door has 4 engine access latches to secure

• Contains numerous accessory systems for both engine operations and

non-engine operations:
• Oil tank
• Accessory gearbox (runs/powers accessories)
• Starter/Generator
• Battery Accessory Compartment Door (right side)
• Hydraulic pump
• Engine-driven low pressure fuel pump
• External oil scavenge pump Door Latches (3 total)
• Fuel Management Unit (FMU)
• Bleed air heat exchanger

Door Latches (4 total)

 Accessory Compartment (left side)
Engine
(Accessory Compartment)

Oil Dip Stick

Accessory Compartment (right side)

Oil Sight Gauge
Starter/
Generator
Oil Tank

Accessory Gearbox

FMU
Hydraulic
Fire Warn Responder Pump
Assembly & Sensor
Heat Exchanger Tubes

Ext Oil Scavenge

Pump Battery

Eng Low Press

Fuel Pump
Engine
(Gas Generation Section)

• Mid-section of engine

• Components:
• Compressor inlet
• Compressor
• Combustion chamber
• Compressor turbine

• Basic operation
• Engine air inlet routes air from nose of aircraft to compressor inlet
• Compressor squeezes air
• Combustion chamber mixes fuel with air and ignites it
• Combustion gases blow across compressor turbine Ignitors
• Compressor turbine extracts energy from gases to turn compressor
Combustion Centrifugal Axial
Chamber Compressor Compressor

Compressor Turbine Compressor Inlet & Screen

Engine
(Gas Generation Section) Engine Air Inlet

• Engine Air Inlet

• Air travels aft through the engine air inlet
• Passes an inertial separator
• Air makes a 90 degree bend into compressor inlet but heavy particles cannot
• Particles drop to bottom of inlet duct
• Particles ejected out inertial separator exit port on both sides of cowling

• Compressor Inlet
• Inlet encircles entire engine
• Screen to protect compressor from FOD

Compressor Inlet
(covered)

Inertial Separator Exit Ports

Left side Right side

Engine
(Gas Generation Section)

• Compressor
• Squeezes (compresses) air through 5 stages
• 4-stage axial flow
• Axial flow is highly efficient and provides high mass flow rates
• Requires multiple stages to achieve higher pressures
• Single stage centrifugal flow
• Accelerates flow by slinging air outward (radial flow) which also increases pressure
• Lower overall air flow by comparison
• Starter directly rotates compressor for initial air flow into engine

• Combustion Chamber
• Mixes fuel with compressed air and ignites the mixture
• Uses compressed air as cooling barrier between flame and chamber wall
• Fuel nozzles provide fuel in a start pattern or steady-state pattern accordingly
• 2 ignitors (4 & 9 o’clock position) in the ignition system used to light mixture Centrifugal Axial
Compressor Compressor
• Compressor Turbine Combustion
• Extracts power from expanding gases Chamber
• Drives compressor section of engine

Compressor Turbines
Engine
(Gas Generation Section)

• Starter System
• Directly connected to compressor by rod
• Provides initial turning of compressor for start (Starter)
• When engine running, rod drives magnets around a coil to generate electricity (Generator)
• Controls
• STARTER switch on Right Forward Switch Panel (both cockpits)
• Powered through CB on Battery Bus CB Panel labeled START
• AUTO/RESET
• Spring loaded position which returns switch to NORM
• Automatically engages starter and energizes ignition system
• MANUAL
• Hard detent switch position
• Starter manually engaged and remains so until switch moved to NORM
• Indicators
• No “starter” light to advise that starter is engaged
• A GEN warning illuminates when starter being used (can only be a starter or generator at one time)
• Limits
• Starter limited to four, 20-second cycles with cooling time after each cycle: 30 sec after 1st cycle/2 min after 2nd cycle/5 min after 3rd cycle/30 min after 4th cycle

Starter/Generator

Starter Switch

ROD
Engine 9 o’clock Igniter
(Gas Generation Section)

• Ignition System
• Provides the initial heat source for engine operations
• Components Igniter Cable
• Exciter box – coverts low voltage to high voltage
• Igniter cables – routes high voltage to each igniter
• Igniters – located at 4 & 9 o’clock and provide spark for combustion
• Controls
• Ignition switch on Right Forward Switch Panel (both cockpits)
• ON – Hard selects ignition system to ON & igniters continuously fire
• NORM – Allows control of ignition through PMU and auto-start cycle
• Powered through CB on Battery Bus CB Panel labeled IGN
• Indicators
Exciter Box
• A IGN SEL advisory illuminates when ignition system is active

Ignition Switch
Ignitors

4 o’clock Igniter
Engine
(Power Turbine Section)

• Front section of engine

• Components:
• 2 power turbines
• Exhaust case
• Reduction gearbox (RGB)
• Propeller shaft

• Power Turbines
• Utilizes expanding gases generated by gas generation section to produce power
• 2 counter-rotating turbines (rotate opposite of compressor turbine) to extract energy from gases
• Energy transferred to shaft which connects turbines to RGB
• Power turbine shaft rotates at 30,000 RPM

Reduction Gear Power Turbine

Box (RGB) Shaft

Prop Shaft

Chip Detector Exhaust Case Power Turbines

Engine
(Power Turbine Section)

• Exhaust System
• Exhaust gases pass into exhaust case (or exhaust port)
• Gases exit out in to atmosphere via exhaust stacks
• Expelled gases provide a small amount of thrust

Exhaust Stack

Exhaust Case Power Turbines

Engine Torque Probe
(Power Turbine Section)
PIU
• Reduction Gearbox (RGB)
• Two-stage planetary reduction drive
• Reduces power turbine shaft speed from 30,000 RPM to 2,000 RPM
• Other components mounted to RGB:
• Torque probe
• Propeller Interface Unit (PIU) on top PMA
• Permanent Magnet Alternator (PMA) on left side
• Air conditioning compressor on right side
• Chip detector on bottom
• Chip Detector
• Mounted on bottom of RGB
• Detects ferrous material in oil
AC Compressor
• A CHIP warning illuminates on EICAS indicating oil contamination Chip Detector
• Engine power is measured by the torque produced by the RGB

• Propeller Shaft Reduction Gear Power Turbine

• Driven by RGB at a reduced speed (2,000 RPM) Box (RGB) Shaft
• Flange at end to mount propeller system

Prop Shaft

Chip Detector Power Turbines

Engine
(Engine Data Manager (EDM) )

• Located in right avionics bay

• Monitors engine operating parameters & illuminates appropriate EICAS displays

• Also performs non-engine related functions:

• Fuel balancing
• Fuel quantity indication
• Determine & display DC Volts/DC Amps
• Hydraulic pressure
• Cockpit pressure altitude
• Cockpit differential pressure

• Channels
• Transfers engine data outputs on 2 channels (EDM A / EDM B) EDM
• If one output is bad EICAS displays a white advisory light EDM A INOP or EDM B INOP when on the ground
• An EDM FAIL warning illuminates on EICAS if EDM fails

• Redundant power through CB on Battery Bus and Generator Bus CB panels

Engine
(Power Management Unit (PMU) )
• Purpose
• Process power requests from PCL and transmits electronically to FMU
• Keep engine & propeller within operating limitations
• Provide a near-linear power response between the IDLE and MAX

• Located on lower left side of accessory compartment (below battery)

• Power Source
• Permanent Magnet Alternator (PMA)
• Mounted on left side of RGB
• Powers the PMU
• PMA supplies 32 VAC to PMU which then converts it to DC
• PMU automatically converts to 28 VDC Battery Bus when prop RPM drops below 40-50% Np or PMA fails

PMU
Permanent
Magnet
Alternator
PMU CB
Engine
(Power Management Unit (PMU) )
• Controls
• PMU switch located on Right Forward Switch Panel (front cockpit only)
• ON
• PMU selected for operations
• PMU monitors ops limits and governs engine
• OFF
• PMU selected off (manual mode)
• Governing of engine directly controlled by pilot via PCL to FMU (no ops limit protection)
• Cause a step change in engine power (normally to lower power condition)
PMU Switch
• Indicators
• A PMU FAIL warning
• Illuminates if PMU fails
• PMU switch placed to OFF position
• A PMU STATUS caution
• PMU switch placed to OFF
• Illuminates in flight indicating a fault or mismatch between the WOW switches (PMU will not revert to ground idle upon landing)
• Illuminates 1 minute after landing (WOW) if fault condition not serious enough to revert to manual are encountered in flight
• Illumination of both PMU FAIL warning & PMU STATUS caution indicates PMU is in manual mode (off line)
Engine
(Power Management Unit (PMU) ) Starter Switch

• Normal Operations
• Interacts with other engine systems to maintain ITT/Torque/N1/Np
• Takes electrical signal from PCL and transmits requests via electrical signal to FMU
• Controls acceleration and deceleration allowing rapid PCL movement while minimizing propeller affects and thrust surges
• Operates in either flight mode (min N1 at IDLE is 67%) or ground mode (min N1 at IDLE is 60-61%) as activated by WOW switch
• Above 10,000 feet PA, PMU raises N1 to maintain Np above 80% to avoid propeller stress during spins

• Auto Start Operations

• Provides auto start capability during ground starts by monitoring engine parameters as start progresses
• Auto start terminates if:
• No starts – No light-off in 10 seconds of selecting AUTO/RESET with STARTER switch
• Hung start – N1 acceleration rate to idle is less than 50% of normal rate
• Hot start – ITT appears likely to exceed 840°C for 19 sec / 870°C for 4 sec / 940°C for 2 sec PCL Quadrant
• Only terminates during ground starts
• Only terminates if ST READY advisory illuminated (PMU controlled start)
• To begin auto start:
• Slowly advance PCL to auto start position until a ST READY advisory illuminates (half way between OFF & IDLE)
• Wait 3 seconds to ensure ST READY advisory remains illuminated & PCL was not moved through the position
• Select AUTO/RESET with STARTER switch to initiate sequence
• PMU activates starter, boost pump, ignitors, and adds fuel at proper N1 speed
• At approx. 50% N1 – starter & igniters de-energized and boost pump deactivates when fuel pressure above 10 PSI
• At 60% N1 move PCL to IDLE position by advancing until 2 clicks are heard
• Provides auto start capability during air starts but limits protection is unavailable (pilot must monitor)

Approx. Start
Ready Position
(not marked)
 Starter/Gen Flexible Cable
Engine
(Power Control Lever)
FMU
• PCL in each cockpit connected by a push-pull rod

• Front cockpit PCL connected to FMU by two different methods

• Electrically – Via the PMU Cable-FMU
• Mechanically – Via a flexible cable Connection

• Friction adjustment in front cockpit only

• Lift Cut-Off gate PCL Quadrant

• Prevents inadvertent shutdowns
• Must be actuated to move PCL aft of IDLE

• PCL switches
• Speed Brake Friction
• Rudder trim
• UHF/VHF Transmit
• Intercomm system

Lift Cut-Off Gate

PCL (inboard side) PCL (forward side)

Speed Brake
Interphone/Mute

UHF (up)
VHF (down)
Rudder Trim
Engine
(Fire Warning System)

• System designed to monitor average & discrete temperatures and warn of fire in engine compartments

• Components
• Sensor Tubes
• 2 tubes (fire loop 1 / fire loop 2) for redundancy
• Filled with helium gas
• Core element inside tube
• Responds to average temps for overheat sensing
• Not affected by kinks, twist, or dents Responder
• Core Element Assembly
• Filled with hydrogen gas
• Inside sensor tubes
• Responds to localized (discrete) temps for overheat sensing
• Responder Assembly
• Respond to increased gas pressure in sensor tubes (from heat)
• Activates overheat (fire) warning

Sensor Tubes
Engine
(Fire Warning System)

• Controls
• Fire Test Switch
• Front cockpit only
• Tests fire warning system for integrity and lamp operation
• Hold to selected loop and get: Master Warning, Fire Light (top or bottom), and aural warning tone
• Firewall Shutoff Handle
Test Switch
• Front cockpit only
• Shuts off fuel, hydraulic, and bleed air flow from engine
• Valves may be reset by pushing handle back in

• Indicators
• On left side of glare shield (left of UFCP)
• Master Warning
• In each cockpit
• Illuminates and flashes when FIRE light illuminates
• Aural tone sounds along with light
• Fire annunciator
• Illuminated by responder assembly in response to sensing an overheat
• 4 total bulbs in light (2 upper/2 lower)
• Upper half of light is fire loop 1
• Lower half of light is fire loop 2

Fire Warning

Fire Loop 1
(upper half)

Fire Loop 2
(lower half) Firewall Shutoff
Handle
Propeller System

• Converts engine power into thrust

• Uses 97-inch, four-bladed, constant-speed, variable-pitch, non-reversing, feathering propeller

• Maintains constant speed of 2,000 RPM (100% NP) during most flight regimes

• Produces 2,750 pounds of thrust at SL and zero airspeed

• Propeller Pitch (blade angle)

• Feathered
• Blades oriented nearly straight into on-coming wind
• Blades approx. 86° from perpendicular plane
• Produces little drag
• Low Pitch (flat or fine)
• Blades approx. 15° from perpendicular plane
• Normally at low speeds or low throttle settings
• High Pitch (coarse)
• Variable between feather & low pitch
• Large “bite” by prop

• Pitch Change Mechanism

• Fixed cylinder with sliding piston under nose cone
• Oil travels through a tube & stationary transfer sleeve into the hollow rotating prop shaft then to cylinder
• Pressurized oil forces piston forward which decreases blade pitch toward fine
• Decrease in oil pressure allows piston to move aft which increases blade pitch toward coarse
• Loss of oil pressure uses the counterweights and feathering spring to force the prop into feather
Propeller System PIU

• Propeller Interface Unit (PIU)

• Located on top of RGB
• Responds to power requests from PMU by regulating oil to pitch change mechanism
• Electronically governed by PMU (normally) to 100% NP
• Contains a backup mechanical overspeed governor
• Used in event PMU turned off or fails
• Keeps prop RPM to 100±2% NP

• Propeller Feathering
• Prop Servo Valve
• Used if engine is shut down with PCL & PMU in NORM (doesn’t work if PMU is OFF)
• PMU sends signal to valve
• Quickly drains oil out of pitch change mechanism causing springs & weights to feather prop
• Feather Dump Solenoid Valve
• PCL to cutoff activates micro-switches to open valve
• Receives power from PROS SYS circuit breaker
• Does not require any signal from PMU
• Both valves activate when PCL to cutoff position
• Prop Servo Valve works when PMU is NORM vs Feather Dump Solenoid does not depend on PMU

• Propeller Limits
• Sustained prop operations on ground between 62 – 80% NP is prohibited due to ground resonance
• Prop overspeed limit is 110% NP

Prop Sys CB
 Accessory Gearbox
Section
Starter / Generator
Oil System
-18.5 Qts
Hyd Pump
Oil Pump
Oil Tank
-Check 15-20 min / Service within 30 min
-RGB 30k to 2k RPM
Oil Filter
PMU • Oil system capacity of 18.5 quarts
-2900 ft-lbs Torque / 2750 lbs Thrust Fuel Pump
-Pitch FMU
--Feather – 86 deg
--Course – Varies • Accessible in accessory compartment (left side)
--Low – 15 deg

• Oil pump
• Internal to oil tank
• Ran by accessory gearbox
• Two oil pickups:
Oil Tank • One element submerged in oil picks up oil near center of tank
Filter
• Second element picks up oil near top of tank (inverted flight)
Pump
• Limited to 15 seconds inverted/5 seconds intentional zero-G
Fwd / Aft

• Oil Level
• Use dipstick to check oil level (sight glass is not to be used)
• Service oil level within 30 min of engine shutdown
• Check oil level 15 – 20 min after shutdown for most accurate results
• Normal oil level is between ADD and MAX HOT
• If level is at/below ADD, service level to MAX HOT

Accessory Compartment (left side) • Oil filter Accessory Compartment (right side)
• Located in tank (right side)
• Filters oil prior to being used
• Has bypass option incase filter is clogged
Dip Stick

Sight Gauge Oil Tank

Oil Tank
Oil Filter
 Accessory Gearbox
Section

-18.5 Qts
Starter / Generator
Hyd Pump Oil System
Oil Pump
-Check 15-20 min / Service within 30 min
-RGB 30k to 2k RPM
Oil Filter Indicating System
PMU
-2900 ft-lbs Torque / 2750 lbs Thrust Fuel Pump
-Pitch
--Feather – 86 deg
FMU
• Oil pressure & temperature sensed by transducers downstream of main pump
--Course – Varies SCU EICAS

--Low – 15 deg

EDM
OIL PX
• Engine Data Manager (EDM)
Oil Press • Receives pressure & temperature data
Transducer
Oil Temp
EDM OIL PX
• Temperature data sent to EICAS gauge
Transducer • Pressure data sent to Signal Conditioning Unit (SCU) computer
Oil Tank

Filter • Signal Conditioning Unit (SCU)

Pump
• Prevents nuisance caution lights on start
Fwd / Aft • Illuminates the OIL PX warning or OIL PX caution on EICAS
• Momentary illumination of the OIL PX caution is possible while maneuvering but may not
indicate a malfunction
• Illumination of the OIL PX warning & OIL PX caution with normal oil pressure indicated on the
gauge indicates an SCU failure

• Oil Temperature Gauge

0 – 10° C White Arc Scale
Oil Temp
-40 10 105 106 110

Flight
10 – 105° C Green Arc Normal
10 min Transient
Ground Grnd Ops < 20% Torque
Start
106 – 110° C Amber Arc Caution

110° C Red Radial Maximum

110° C Red Arc Exceedance

• Oil Temperature Limits

• Flight – 10 to 105° C (106 – 110° C transient)
• Ground – -40 to 105° C (106 – 110° C ground ops <20% torque)
 Accessory Gearbox
Section

-18.5 Qts
Starter / Generator
Hyd Pump Oil System
Oil Pump
-Check 15-20 min / Service within 30 min
-RGB 30k to 2k RPM
Oil Filter Indicating System
PMU
-2900 ft-lbs Torque / 2750 lbs Thrust
-Pitch
Fuel Pump
FMU
• Oil Pressure Gauge
--Feather – 86 deg
--Course – Varies SCU EICAS
• Gauge marked for operations with PCL > idle
--Low – 15 deg

EDM
OIL PX
0 – 40 PSI Red Arc Exceedance
Oil Press
Transducer EDM OIL PX 40 PSI Red Radial Minimum
Oil Temp
Transducer
40 – 90 PSI Amber Arc Caution
Oil Tank

Filter
90 – 120 PSI Green Arc Normal
Pump
Fwd / Aft
120 – 200 PSI White Arc Scale

200 PSI Red Radial Maximum

200 – 220 PSI Red Arc Exceedance

• Oil Pressure Limits

Oil Temp • PCL @ idle
-40 10 105 106 110
• 15 – 40 PSI get OIL PX caution
Flight 10 min Transient • 15 – 40 PSI (after 5 seconds) get OIL PX warning & OIL PX caution
Ground Grnd Ops < 20% Torque • < 15 PSI get OIL PX warning
Start
• PCL > idle
Oil Press (@ Idle) • 40 – 90 PSI (after 10 seconds) get OIL PX caution
0 15 40 90 120 200
• < 40 PSI get OIL PX warning
OIL PX OIL PX Start

OIL PX OIL PX 5 sec or >

**Transient 40-130 psi for Aero & Spins
Oil Press (> Idle)
15 40 90 120 200
0

Start
OIL PX OIL PX
10 sec
 Accessory Gearbox
Section

-18.5 Qts
Starter / Generator
Hyd Pump Oil System
Oil Pump
-Check 15-20 min / Service within 30 min
-RGB 30k to 2k RPM
Oil Filter Indicating System
PMU
-2900 ft-lbs Torque / 2750 lbs Thrust Fuel Pump
-Pitch FMU
--Feather – 86 deg
--Course – Varies SCU EICAS

--Low – 15 deg

EDM
OIL PX
Oil Press
Transducer EDM OIL PX Oil Pressure Warning/Caution Oil Pressure Warning/Caution
Oil Temp Indications (> Idle) Indications (@ Idle)
Transducer

Oil Tank

Filter

Pump
Fwd / Aft

Oil Temp
-40 10 105 106 110

Flight 10 min Transient

Ground Grnd Ops < 20% Torque
Start

Oil Press (@ Idle)

0 15 40 90 120 200

Start
OIL PX OIL PX
Click on video to play
OIL PX OIL PX 5 sec or >
**Transient 40-130 psi for Aero & Spins
Oil Press (> Idle)
15 40 90 120 200
0

Start
OIL PX OIL PX
10 sec
 Accessory Gearbox
Section

-18.5 Qts
Starter / Generator
Hyd Pump Oil System
Oil Pump
-Check 15-20 min / Service within 30 min
-RGB 30k to 2k RPM
Oil Filter Pressurized Delivery
PMU
-2900 ft-lbs Torque / 2750 lbs Thrust Fuel Pump
-Pitch FMU
--Feather – 86 deg
SCU EICAS
--Course – Varies
--Low – 15 deg • Oil system delivers pressurized oil to:
EDM • Accessory gear box
OIL PX
Oil Press • Gas generation section bearings
Transducer EDM OIL PX • Power turbine section bearings
PMU Oil Temp
Power Gas
Transducer
Accessory
• Reduction gear box gearing
PIU
Turbine
Section
Generation
Section Oil Tank
Gear Box
• PIU (to be sent to prop)
Reduction Filter AGB

•
Gear Box Bearings
TurbineB Compressor
Pump
Oil System Limits
earings Bearings
Dump
Sol
RGB
Bearings Fwd / Aft • Oil system viable for normal and aerobatic flight
• Limited to 60 seconds negative G operations (with limitations)
• Negative G maneuvers within 60 seconds followed by 60 seconds upright before conducting
additional negative G maneuvers
• Do Not exceed -2.5 G for negative operation longer than 30 seconds
• Limited to 5 seconds intentional zero-G
• Holding a zero-G load for over 5 seconds may cause engine damage and failure regardless of oil
pressure indications
Oil Temp
-40 10 105 106 110

Flight 10 min Transient

Ground Grnd Ops < 20% Torque
Start

Oil Press (@ Idle)

0 15 40 90 120 200

OIL PX OIL PX Start

OIL PX OIL PX 5 sec or >

**Transient 40-130 psi for Aero & Spins
Oil Press (> Idle)
15 40 90 120 200
0

Start
OIL PX OIL PX
10 sec
 Accessory Gearbox
Section

-18.5 Qts
Starter / Generator
Hyd Pump Oil System
Oil Pump
-Check 15-20 min / Service within 30 min
-RGB 30k to 2k RPM
Oil Filter Scavenge System
PMU
-2900 ft-lbs Torque / 2750 lbs Thrust Fuel Pump
-Pitch
--Feather – 86 deg
FMU
SCU EICAS
• Oil scavenged in system via internal scavenge pump (in oil tank) and external scavenge pump
--Course – Varies
--Low – 15 deg (outside of oil tank)
EDM
OIL PX
Oil Press
Transducer EDM OIL PX
• Both pumps are dual-element gear-type pumps
PMU Oil Temp
Transducer
Gas
•
Power Accessory
Turbine
Section
Generation
Section
Gear Box Internal Oil Scavenge Pump
•
PIU Oil Tank
Inside oil tank
Reduction Filter AGB
Gear Box Bearings • Scavenges oil from accessory gearbox bearings and front compressor bearing (housed inside oil tank)
TurbineB Compressor
RGB earings Bearings Pump • Sends oil through oil cooler prior to returning to tank
Dump Fwd / Aft
Bearings
Sol

• External Oil Scavenge Pump

Int Scavenge Pump
Fwd / Aft
• External to oil tank
Chip
Detector • Shares same AGB drive shaft as engine driven low pressure fuel pump
• Scavenges oil from rear compressor bearing, turbine bearings, RGB bearings, and prop system
CHIP
• Sends oil through oil cooler prior to returning to tank
Ext Scavenge Pump Oil Cooler
Fwd / Aft

Oil Temp
-40 10 105 106 110
Chip Detector
Flight 10 min Transient
Ground Grnd Ops < 20% Torque
Start

Oil Press (@ Idle)

0 15 40 90 120 200

OIL PX OIL PX Start

OIL PX OIL PX 5 sec or >

**Transient 40-130 psi for Aero & Spins
Oil Cooler Intake External Scavenge Lines
Oil Press (> Idle)
15 40 90 120 200
0

OIL PX OIL PX
Start External Scavenge Pump
10 sec
Conclusion

• Identified the main sections of the engine and components located within
• Discussed the purpose and operation of the Power Management Unit (PMU),
Propeller Interface Unit (PIU), and Engine Data Manager (EDM)
• Identified the components and discussed the operation of the propeller system
• Identified the components and discussed the operation of the fire warning
system
• Identified the components and discussed the operation of the engine oil system

Abnormal Engine/Oil Scenarios located in Procedures Section/EPs