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Thank you, I appreciate that

you are very welcome and thank you for your kind words

@ I work in Canada and the PT6 is new to me , your video speaks a billion words !!!

@@thomasrawlings5645 I am glad that it was helpful

Thank you, I am working on more presentations and should have more out soon.

The linkages will not be damaged if the engine is running. Selecting reverse while the engine is NOT running can damage the linkages to the beta system because the slip block can not function properly while the slip ring is stationary. However, if you select reverse with the engine running and the props not full forward, while linkage damage will not occur, the propeller governor may not be able to maintain sufficient oil pressure to keep the propeller in the beta range. This means that one of the propellers may transition to forward thrust production while the other remains in reverse. The resulting control issues may lead to a runway departure and I suppose that if you hit something hard enough that could damage the linkages, along with everything else on the plane. For more information on how this happens look at the video around minute 19.

You are welcome, congratulations on the new job!

Thank you for the idea. I will keep that in mind for future presentations.

thank you

That is an important part as well but I had to edit out that part due to copyright issues. ; )

Movement of the condition lever physically controls the position of the condition lever valve. This regulates how much of the metered fuel is allowed to continue on to the engine and thus create power. In some PT6 applications this lever is also attached to the prop governor system to allow the pilot to shut down the engine and command the feathering of the propeller in one movement.

The answers to your questions are not the same for every PT6 application so you may need to compare the manufactures information for your particular aircraft. With that in mind I will at least give some general operating principles that my help. 1. If the oil pressure drops to 15 PSI the prop governor will not have sufficient pressure supplied to maintain pressure in the prop hub and the propeller will start moving to a course pitch as it is moved by the hub spring. If the propeller has a feather lock system installed, it may be prevented from reaching full feather but if not, the propeller will feather. It is also worth noting that the PT6 can not maintain sufficient lubrication with only 15 PSI so the engine will also fail. 2. If the propeller moves to reverse in flight a lot of things have gone wrong. First, the BETA system has failed or been overridden so the first step would be to ensure that you are not actively overriding the BETA system by placing the power levers in reverse. If the power levers are not in reverse and the BETA system has actually failed, the next step is to use the prop governor to command positive pitch by decreasing oil pressure to the hub. This can be accomplished by bringing the prop levers back to a coarser setting. If this does not solve the problem, manage engine thrust as much as possible with the power lever and shut down the affected engine. 3. The overspeed governor test is accomplished by engaging the overspeed test solenoid to lower the overspeed governor engagement from 104% to 92%. There is no maximum RPM for this component or its test because its job is literally to limit the PRM to safe levels. The only way to overspeed it is if it failed. However, there are minimum RPM limits for the test because if you don't get the engine up to 92%, the test cannot be performed correctly. Many PT6 engines have a maximum RPM of 2200 which would make the minimum test RPM about 2000. If your PT6 has a max RPM of 1900 the minimum RPM would be just over 1700. I hope all of that made sense and that it helps. Fly safe

@ thanks 🙏

@@rikokabakofficialpapua1750 You are welcome!

Thank you very much. I am planning to cover more systems and many other topics of relevant information that I hope many pilots will find useful. The goal is to be able to release a new video every month.

You are very welcome

@@blaisekataliko7030 you are very welcome. I am glad that you found it helpful.

Thank you

Thank you very much, I am glad that you found it helpful.

Thank you. I am planning to release a new video approximately every month. Are there any specific topics you are hoping to see?

Air systems and lubrication system PT6A-25C or alike PT6 engine

Its on the list

@@qpAviation-qp14 Electrical systems in turbo props please !

Electrical systems are tricky because they are individual to the airframe needs, not the engine type. For this reason you will see a lot of substantial differences between various turbo props even when using the same powerplant. I am planning to make a video about electrical systems in the future but the details could vairy greatly for your application unless you are flying the exact same airframe that the video is based on.

Thank you for your thoughtful comment. It is true that these forces could move in either direction depending on how the manufacture places the pivot attachment and CG of the propeller. The easiest way to determine the direction of these forces is to examine how the counterweight is mounted. If the counterweight is mounted toward or built into the leading edge of the airfoil, its purpose is to move the CG forward. A forward CG will act to pull the propeller to course pitch. This is why many POH and maintenance manuals talk about the counterweights moving the propeller toward feather or course pitch. Alternatively, you could evaluate the mounting point of the propeller blade to the propeller hub. Typically, propeller blades are attached forward of the center point because the increasing camber allows more room to create a sufficiently secure attachment point. If this is the case, there will be more surface area aft of the pivot point and aerodynamic twisting will move the blade toward fine pitch. Ultimately, it is the responsibility of the PIC to know the details of their unique aircraft systems. The purpose of this presentation is to present general principles that can be applied to most systems but there will always be outliers.

Thank you for your kind words. I am very fascinated with the way the human brain works and have taught several university courses on the principles you are talking about. How information is presented makes a very big difference to our ability to both understand and remember it. You are absolutely correct! I plan to make a video series on this topic as well as other human factors as I continue to develop the channel. Thank you for your support, I hope you find the information of this and future videos engaging and helpful.

Thank you

My pleasure!

Much appreciated!

nice

You are welcome, I hope you have found it helpful.

You're very welcome!

No problem, you are welcome

thank you

Thank you, I feel the same way. That is why I started doing this.

Thank you, I am currently working on an FCU explanation. Watch for it in the coming months.

Thank you

Glad you liked it!

thank you

FCU is on the list, hopefully I should have it out in the next couple of months.

Thank you

Adding the complexity layer by layer makes so much more sense than throwing a full system diagram up at once.

Thank You

Glad you enjoyed it!

Thank you for your comments. I plan to produce a series of videos that cover all of the systems of various aircraft including the fuel and oil systems.

tomw5907, thank you for your comment. I have heard this concern before and it usually stems from the misconception of the source of lift generation at various flap settings. During flight most aircraft are more efficient at producing lift at the takeoff flap setting because high flap angle produce a lot of drag. When flaps are reduced to takeoff settings the reduction of drag allows the aircraft to accelerate and the increased airspeed creates a net gain of lift production. However, this gain of lift is not immediate as it required the aircraft to accelerate to produce the lift, and it only occurs when the aircraft has engine power or altitude to use for acceleration. Neither of these criteria are met during the landing roll. During the landing roll the loss of drag from flap retraction (both landing and takeoff settings) is not ideal as more drag would assist in lift destruction. However, this penalty is offset by the immediate loss of lift from the lower AOA and subsequent enhanced braking capabilities. I have tested this method on 35 different airframes over 5,000 landings and found that retracting the flaps at touchdown will reduce your landing roll distance on average by approximately 10 percent. Have you had the opportunity to test this method to see if these finding hold true for your aircraft or do you have any additional data that you have based you statement on? I would love to widen my understanding. One really easy and safe way to test the effect of flap settings is to get the aircraft stabilized at a safe altitude with full flaps. Then simply retract the flaps to the takeoff setting and see what the aircraft does. If the aircraft enters into an immediate climb then your concern may be valid for your aircraft. However, my experience is that most aircraft will immediately lose altitude, accelerate, and then gradually start into a climb. Please let me know what you find out, and fly safe my friend.

Thank you. I am glad it was helpful!

You are very welcome. I am glad that it was helpful.

Thank you very much!

Thank you!