Beatiful Cold Start PRATT and WHITNEY CANADA PT6 Engines and SOUND
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- Опубликовано: 5 май 2023
- This video features Beatiful Cold Start PRATT and WHITNEY CANADA PT6 Engines and SOUND. If you wanna see some crazy pratt and whitney engines start up and sound watch this video and if you like the video hit the like button and SUBSCRIBE.
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Back in the late 1970s, I worked as a licensed aircraft mechanic in Timmins, Ontario. The company I worked for, Austin Airways, had a fleet of several deHavilland DHC-6 Twin Otters, fitted with the P&W PT6A-27 engines. In my experience, they were absolutely bullet-proof. As a prank, on occasion, when the pilots were starting up on a nasty cold February morning, even before dawn, out of sight of the pilot I would reach out and hold the propellor, keeping it from turning as the pilot attempted his start. (It's gas coupled, so no worries!) He'd get all the numbers on the gauges, but no "turney proppie!" Then I'd step into his view, wave and let go of the prop. Fun times had by all in the North. Fond memories of better times.
First time I saw that was when my recip instructor at Aviation Maintenance School did that to a PT6 we had on a dog house for students to practice working on & test run. My first thought was WTF is he doing! Then he explained it to us.. and told us NEVER to do it. Yeah sure!
I didn’t know you could do that….
@@GORT70 Neither did most of the pilots! LOL An old aircraft engineer saying is, "You can always tell a Pilot. But you can't tell him much!" Happy aviating!
I worked for Austin in Thunder Bay and then they were sold to Air Ontario . In Avionics. Bruce Burns. Taught Avionics at Confederation College until program closed. nice to see someone with a history in Aviation in northern Ontario
@@bburns6006 Pleased to make your acquaintance, Bruce! Seems we may be of similar vintage, LOL! Best wishes to you!
Great to hear the PT6 again. Back in the day I worked for Pan Am Express in the engine repair shop. We operated DHC-7’s with PT6a-50 engines. What a workhorse!
I worked at deHavilland on the last twenty or so DASH-7s. They were awesome aircraft, if a bit expensive to maintain. My second favourite aircraft, after the DHC-6 Twin Otter!!
My dad, who had flown both the Bristol Beaufighter and the DeHavilland Mosquito as night fighters during WWII, came back one day after having had an opportunity to do a "check ride" on (I think) a Twin Otter. The look on his face was priceless. He'd flown thousands of hours in both piston-engine aircraft, and he knew all their bad habits as well as their good ones. But the performance of the PT6 just gob-smacked him. I recall at one point him saying that he'd really like to try a radar Mosquito powered by PT6's. The ease in starting in cold weather (or any weather) really impressed him, especially compared to starting up the two radials on the "Beau" - the Hercules was not the most forgiving engine. He was not given to "lyrical praise" but he could go on all afternoon about the PT6.
WHAT AN EXPERIENCE!!! Congratulations for having such a father... mine was then a Lieutenant Commander in the Navy and performed as the Naval Attachè of the Embassy of Mexico in London from May, 1940 until August 1945... He lived through the "Blitz" and latter received a fragment from a V1 buzzing bomb in his leg. When the movie "Battle of Britain" was premiered in Mexico around 1970 or 1971, he took me to the cinema, and after the movie ended, took me to dine and gave me an extraordinarily detailed explanation of the Battle, as he was present at the War-Room where the daily defence combats were directed... We enjoyed that movie so much that we returned not one, but two more times, for a total of three viewings! He also close followed the hunt of the Bismark and many other passages of the war in Europe. He seldom wanted to talk about his WW-II experiences, but on a few occasions, he went VERY SERIOUS, and gave people very through and extremelly precise and detailed accounts of the war. He also eqs a very appreciative person on engine developmentsvand general weapons progress. Your comment on your father reaction to the turbine engine made me remenver mybown father reaction to jets and other war developments!
I miss him badly almost every day, even after having died in May 21, 1991... Just yesterday, he had passed away exactly 32 years ago, but it seems to me that it was more like only 7 or 8 years. They were part of "the greater generation", no doubt.
My late father-in-law flew Beavers, Otters and then Turbo-Beavers for the Ontario MNR. In an early amphibious Turbo-Beaver in the '60s, he experienced a rare PT6 failure when the turbine wheel fractured and departed the aircraft out the side of the nose cowling! He was over Ontario's Algonquin Park at the time so there was no shortage of emergency landing locations in the form of lakes. As he told it, he made a run of the mill, ho-hum deadstick landing and he & the other occupants were quickly rescued. The aircraft was lifted out by helicopter, the engine swapped out and returned to service. That was his only incident with the PT6... otherwise it served him well.
I love this turboprop engine! A Pratt & Whitney Canada PT6A!
Man, these are great engines- maybe the greatest ever. I flew the Shorts SD 3-60 for a while with two of these.
Looked after 3 fedex caravans for broker Wheaton/ Morningstar aviation in the early 90s. Always loved running the pt6. Fulfilled a childhood fantasy. 👍👍🙂
Used to look after a fleet of caravans. Always loved running them 👍👍🙂
Crazy they were building PT-6 while still building big radials like the R-2800
More like assembling R-2800s out of WWII surplus parts.
The last start in the video is not a PT6, but Allison 250-lol.
Yup T-250 B17 i think…
Right! I noticed that too!! Guess they threw a curve ball in, just to see if we were paying attention! 😂 Lol!
Great engine...Easy to work on. Get a 1900 in for hot section, complete IAW, and send it out making revenue 8 hours later.
Music to my ears.
4:20 allison/ rolls royce 250
I had the privilege of working on C FUAC it was one of the converted queen airs use by united aircraft in the pt6 development. We used it for charters and medi vac work for a number of years and I did my first hot end inspection on her. We were acquired by a larger airline and all the king airs and smaller types were sold. Don't know what became of C FUAC but hopefully she's still out there somewhere.
Need one of these setups for our engines.
Great video!
The last one is a Garrett TPE engine..
Btw, loved this video!
hi, I worked for 32 years on the S2RT34 and S2RT660 turbo-thrush in different types of mission, spreading, demostication and fire, your videos are very interesting, good luck 👍

Very reliable engine.
Nice Allison 250...
...the last one was not a PT6...it is an Allison with a Soloy Turbine Pack gearbox in a Cessna 206.
Greatings from Germany!
This is the only engine authorized by the USPS for singel engine single prop use to deliver the mail.. the cessena 208 uses this engine and due to is qazillion hours of reliability, the Post Office handed a contract to Fedex to move mail.
The engine in the PC-12!
4.20 not a pt6
Definitely isn’t, looks like a RR250, similar to what was in the GAF Nomad.
Quick question that I hope that somebody can answer. Why is it that all the starts the prop seem to be in the Feathered position? Would it not be easier and a fuel saving for the engine to start with the least wind resistance against the prop and once full started, then take the prop over to the thrust mode?
No it’s actually easier to start in feathered.
There’s no physical connection between the gas generator (compressor, combustion chamber, and compressor turbine) and the power section (power turbine, reduction gearbox, and propeller).
The more the power section spins, the more power it takes from the gas producer.. so the feathered prop keeps it from spinning as fast.
How are you guys ? :)
Good
Do you like these PRATT and WHITNEY Engines ? :)
Yes!
See my comment above!!
The last engine shown in this video (4:14) is not a PT6, nor is it a P&W. It's a Rolls-Royce/Allison 250.
@@millikenh That's for sure. I have fondled *many* a PT6-27 and -45.
Absolutely! The PT6 especially. Such a successful, versatile engine.
Do I need an engine like that
Been running Them for years on ag planes but they do pop and go quite seen a few quit more so than the 1 in 650000 hours they advertise
@kellyfennell4559
Been running them on King Airs and Caravans for years and never seen one fail. I imagine if they eliminated ag operations the reliability figures would be much higher.
That last one was not a PT6.
Allison?! More like Soloy!
@@bobbysnow5478 Yes, Allison.
Allison or RR C20 .
The last one was not a PT6 or a Pratt and Whitney is was an Alison / Rolls Royce probably a 250 C20 .
Not sure what this video is? What is beatiful?
One shutdown in 700 thousand hours… I thought the legendary PT6 is more reliable than that. Taking into consideration that this engine is used on many single engine turboprops, the shutdown in fact means death for everyone aboard, save a few very lucky occasions when it happens high enough but still in a vicinity of an airport.
Hearing that, I’d be very reluctant to fly in a single engine turboprop.
@tun7166
Hmm. There hasn’t been a single fatality related to engine failure on a PC-12.. yet there have been tons of fatalities related to a single engine failure on King Airs.
For most operations, single engine is actually safer. Less than half the chance of having an engine failure (single engine PT6 has the emergency power lever plus much simpler systems management), has much lower approach and stall speeds, and allows the pilot to concentrate on a forced approach and landing.
Unless you are professional pilots operating two crew with an air tight training and CRM regimen.. it’s statistically safer to just close both throttles and perform a forced approach.
Not to mention all of the great equalizers (running out of fuel, incorrect or contaminated fuel, bird strike, volcanic ash, ice, incorrect maintenance done on both engines, shutting down the wrong engine, etc) and that most fatal accidents are from loss of control (which Vmc adds an additional one for twins), and continued flight into inclement weather.
This is why piston twins are all but dead and turbine singles are so popular.
Porque existe uma cabine fixa com um motor de avião? Desculpe a ignorância!
It is what's called a "test cell", where the engine can be proven to be functional and airworthy. NOT an ignorant question. Best wishes to you!
@@kbjerke ok, obrigado pela compreensão e atenção! 🙊👏👏👏👏👏🙋♂️
@@atirador434fsantos You are welcome!!
in the scene when easy gets ambushed at camp mccall sobel shows how out of touch he was with the men when he refers to the guys to stay back as "you". He didn't even know their names.
Can they start without a APU like on their own
Yep, so long a your battery has enough juice to get NG (gas generator speed) to 13% or so. If fuel is introduced without enough air flowing through the engine, a hot start will occur (very pricy mistake).
ruclips.net/video/25xlVkuEYdA/видео.html
"Cold start" is pretty much meaningless in the context of a turbine engine. Cold starts on Diesel engines have some entertainment value as the the outcome is never really assured until all cylinders are firing and it's starting to warm up, and they often go through stages where it seems like the cylinders are starting to light of, but they don't quite catch, and they have to continue cranking. A "cold start" on a turbine engine like the pt-6, it pretty much like any other start, and just as boring.
Good point until the boring comment.
@andrewalexander9492
Tell me you’ve never started a PT6 in really cold weather without telling me you’ve never started a PT6 in really cold weather.
There’s nothing “boring” about the ten foot sheets of flame that shoot out the exhaust right before you are about to close the condition lever for a “no start” approaching ten seconds and it decides to go.
Haven't seen any vidios on the correct start up procedures for begining turbo prop pilot...