Бандильерос Ганс : другие произведения.

Pt6

Самиздат: [Регистрация] [Найти] [Рейтинги] [Обсуждения] [Новинки] [Обзоры] [Помощь|Техвопросы]
Ссылки:
Школа кожевенного мастерства: сумки, ремни своими руками
 Ваша оценка:

  The Pratt & Whitney Canada PT6 is one of the most popular turboprop aircraft engines in history, and is produced by Pratt & Whitney Canada. The PT6 family is particularly well known for its extremely high reliability, with MTBOs on the order of 9000 hours in some models. In US military use, they are designated as T74 or T101. 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.
  
  Contents
  1 Design and development
  2 Variants
  2.1 PT6A
  2.2 PT6B
  2.3 PT6C
  2.4 PT6D
  2.5 PT6T
  2.6 ST6
  2.7 STN
  3 Applications
  3.1 PT6A
  3.2 PT6B
  3.3 PT6C
  3.4 PT6D
  3.5 ST6
  4 Engines on display
  5 Specifications (PT6A-6)
  5.1 General characteristics
  5.2 Components
  5.3 Performance
  6 See also
  7 References
  8 External links
  Design and development
  In 1956, PWC's President, Ronald Riley, foreseeing the need for engines with much higher power to weight ratios, ordered engineering manager Dick Guthrie to establish a development group to create a turboprop engine designed to replace piston engines. Demand for the Pratt & Whitney Wasp radial engine was still strong and its production line's output was robust and profitable. Riley gave Guthrie a modest budget of 100,000 Canadian dollars. 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. 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. By the 40th anniversary of its maiden flight in 2001, over 36,000 PT6As had been delivered, not including the other versions. The engine is used in over 100 different applications.
  
  Design innovations included keeping the power turbine and free turbine sections independent, connecting them with a fluid torque converter. The igniter starts only the gas generator, making the engine easy to start, particularly in cold weather. The engine consists of two sections that can be easily separated for maintenance. In the gas-generator section air enters 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 the annular reverse-flow combustion chamber, and finally through a single-stage compressor turbine that powers the compressors at about 45,000 rpm. The hot gas from the gas generator section then flows into a separate power section of the engine, containing a single-stage power turbine driving the power take-off system at about 30,000 rpm. 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 engine is arranged such that the power turbines are mounted inside the combustion chamber, reducing overall length.
  
  
  
  Epicyclic reduction gears on Pratt & Whitney Canada PT6 gas turbine engine.
  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 also aids maintenance by allowing the entire power section to be removed along with the propeller, exposing the gas-generator section.
  
  Several other versions of the PT6 have appeared over time. The PT6A large added an additional 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.
  
  When de Havilland Canada asked for a much larger engine, roughly twice the power of the PT6 Large, Pratt & Whitney Canada responded with a new design initially known as the PT7. During development this was renamed to become the Pratt & Whitney Canada PW100.
  
  Variants
  PT6A
  
  A PT6A-67D engine on a Beechcraft 1900D. The size of the turbine exhaust is prominent.
  The PT6A family is a series of free turbine turboprop engine providing 500 to 1,940 shp (433 to 1,447 kW).
  
  Small
  PT6A-6
  525 equivalent shaft horsepower (eshp) and 500 shaft horsepower (shp)
  PT6A-11
  528 eshp and 500 shp
  PT6A-15AG
  optimised for agricultural aircraft
  715 eshp and 680 shp
  PT6A-20
  579 eshp and 550 shp
  PT6A-21
  580 eshp and 550 shp
  PT6A-25
  580 eshp and 550 shp (-25, -25A)
  783 eshp and 750 shp (-25C)
  PT6A-27
  715 eshp and 680 shp
  PT6A-28
  715 eshp and 680 shp
  PT6A-29
  778 eshp and 750 shp
  PT6A-34
  783 eshp and 750 shp
  PT6A-35
  787 eshp and 750 shp
  PT6A-36
  783 eshp and 750 shp
  PT6A-38
  801 eshp and 750 shp
  -
  Medium
  PT6A-40
  749 eshp and 700 shp
  PT6A-41
  903 eshp and 850 shp
  PT6A-42
  903 eshp and 850 shp
  PT6A-45
  1070 eshp and 1020 shp
  PT6A-50
  1022 eshp and 973 shp
  PT6A-52
  898 eshp and 850 shp
  PT6A-60
  1113 eshp and 1050 shp (-60, -60A)
  1081 ehsp and 1020 shp (-60AG)
  PT6A-61
  902 eshp and 850 shp
  PT6A-62
  1218 eshp and 950 shp
  -
  Large
  PT6A-64
  747 eshp and 700 shp
  PT6A-65
  1249 eshp and 1173 shp (-65B, -65R)
  1298 eshp and 1220 shp (-65AG, -65AR)
  PT6A-66
  905 eshp and 850 shp (-66, -66A, -66D)
  1010 eshp and 950 shp (-66B)
  PT6A-67
  1272 eshp and 1200 shp (-67, -67A, -67B, -67P)
  1285 eshp and 1214 shp (-67D)
  1294 eshp and 1220 shp (-67AF, -67AG, -67R, -67T)
  1796 eshp and 1700 shp (-67F)
  PT6A-68
  1324 eshp and 1250 shp
  -
  Small
  PT6A-110
  502 eshp and 475 shp
  PT6A-112
  528 eshp and 500 shp
  PT6A-114
  632 eshp and 600 shp (-114)
  725 eshp and 675 shp (-114A)
  PT6A-116
  736 eshp and 700 shp
  PT6A-121
  647 eshp and 615 shp
  PT6A-135
  787 eshp and 750 shp
  -
  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.
  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.
  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.
  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.
  Applications
  PT6A
  AASI Jetcruzer
  Aero Commander 680T (PT6 conversion)
  Aero Ae 270 Ibis
  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
  JetPROP DLX
  Kestrel JP10
  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
  AgustaWestland AW119 Koala
  Changhe Z-8F
  Avicopter AC313
  Lockheed XH-51
  Sikorsky S-76B
  Westland Lynx 606
  PT6C
  AgustaWestland AW139
  Bell/Agusta BA609
  UH-1 Global Eagle upgrade
  Eurocopter EC175/Avicopter Z-15
  PT6D
  Soloy Pathfinder 21
  ST6
  UAC TurboTrain
  STP-Paxton Turbocar Indy racer
  Lotus 56 USAC and Formula 1 racing car
  Engines on display
  There is a PT6 cutaway on display at the New England Air Museum, Bradley International Airport, Windsor Locks, CT.
  Specifications (PT6A-6)
  Data from
  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/hp/hr (0.408 kg/kW/hr) Power-to-weight ratio: 2.14 hp/lb (3.52 kW/kg)
 Ваша оценка:

Связаться с программистом сайта.

Новые книги авторов СИ, вышедшие из печати:
О.Болдырева "Крадуш. Чужие души" М.Николаев "Вторжение на Землю"

Как попасть в этoт список

Кожевенное мастерство | Сайт "Художники" | Доска об'явлений "Книги"