Troubleshooting

Taking a look at the PT6A-27 engine

By Ma Hui
When troubleshooting you have to look at a situation from every angle. How do you find the most efficient method to
eliminate the problem? This article discusses how engineers used troubleshooting to resolve the lower power trouble of
the PT6A-27 turbo-prop engine in Y12 (II) aircraft.

Background on the Y12

When running the engines of the Y12 on the ground shortly after the aircraft returned from flight test, the pilots
complained that the torque of the left engine could not reach maximum take-off torque of 1,480 lb.-ft. although Ng had
obtained 100 percent. After an engine performance run and simultaneous recording of engine torque (TQ), inter-turbine
temperature (ITT), fuel flow rate (Wf), propeller speed (Np), oil temperature (Oilt), oil pressure (OilP) while keeping right
and left engine Ng identical, they admitted that the left-hand engine lost power. Results of the ground test are shown in
Table 1 below.

The Y12 (II), is a 19-seat light general-purpose aircraft. Maximum take-off weight of the Y12 (II) aircraft is 5,300kg. It is
a twin-engine high monoplane with a single vertical tail and a non-retractable tricycle landing gear. Two PT6A-27
turboprop engines are mounted in LH and RH engine nacelles. The PT6A-27 turboprop engine has three-stage axial
compressors and a one-stage centrifugal compressor. Maximum engine power output is 680 shp. In the Y12 (II) aircraft,
engine power output is limited to 620 shp. The propeller is a three-bladed constant speed, featherable, and reversible. The
pitch control of the propeller is achieved by varying the oil pressure in the pitch-change mechanism with the propeller
speed governor.

PT6A-27 engine parameters

Ng: Gas generator rotation speed indication. Ng is an indication of the power output of the engine. The pilots and
technicians reference the Ng speed to determine the engine power setting. In PT6A-27 turbo-prop engine, gas generator
speed is 37,500 rpm at Ng = 100 percent. Maximum Ng = 101.5 percent corresponding to 38,000 rpm. Ng = 52+1 percent
at ground idle condition.

ITT: Inter-turbine temperature, the temperature taken between compressor turbine and free turbine by thermocouples and
probes. ITT is extremely important because it indicates if an over temperature occurs at engine.

Torque: Indication of propeller power output. Maximum take-off torque of PT6A-27 turbo-prop engine is restricted to
1,480 lb.-ft. in Y12 (II) aircraft.

Nf: Indication of power turbine (free turbine) rotation speed.

Np: Indication of propeller rotation speed. Constant speed of the propeller in Y12 (II) aircraft is 2,200 rpm. Usually,
propeller speed does not attain constant speed of 2,200 rpm until Ng >86-89 percent.

P3: Axial compressor discharge pressure. This is an air pressure reading taken at the exit of axial compressor and the
entrance of the centrifugal compressor (at pressure station 3).

P2.5: Axial compressor discharge pressure. This is a pressure reading taken between the second-stage compressor and the
third-stage compressor.

Bleed valve: The bleed valve is located between the second-stage compressor and the third-stage compressor. The valve
modulates open and closed to prevent stage stalls and engine surges.

Oilt: Oil temperature indication. Maximum oil temperature is 99 degrees C in PT6A-27 turbo-prop engine.

Oilp: Oil pressure indication. Maximum oil pressure is 100 psi in PT6A-27 turbo-prop engine.

Wf: Fuel flow rate taken with the fuel flow meter that is installed in the engine nacelles.
Table 1
Ng (%)
TQ (lb.-ft.)
ITT (C)
Wf (kg/h)
Np (rpm)
Oil (C)
Oil (psi)
Left
Right
Left
Right
Left
Right
Left
Right
Left
Right
Left
Right
Left
Right
52
310
310
510
510
64
64
75
75
85
85
80
550
550
530
530
92
92
1,800
1,800
75
75
85
85
90
1,040
1,040
590
590
131
120
2,200
2,200
75
75
85
85
95
1,400
1,480
630
600
178
164
2,200
2,200
75
75
85


85
Troubleshooting approach:

A logical plan is needed to solve any problem. Here is a overview of the typical troubleshooting logic used to
solve this problem:

1. Verify that there is a problem.

From Table 1, we could determine that the parameters of the left and right engines were almost identical when
Ng = 52 percent and Ng = 80 percent. But, the torque of the left engine only reached 1,400 lb.-ft. when the
torque of the right engine had achieved 1,480 lb-ft at Ng = 95 percent.

In order to identify root causes of the trouble, engineers consulted previous engine performance records. They
found that the parameters of both engines were previously identical. It verified that the failure occurred after
the engines were delivered to Harbin Aircraft Manufacturing Corporation.

2. Check the instrumentation system.

They swapped and tested Ng and ITT gauges to see if the problem was caused by a faulty indicator.Fortunately,
results showed that Ng and ITT indicators were in all readiness.

3. Trouble analysis of the fuel control system.

The fuel control system of PT6A-27 turbo-prop engine consists of an oil-fuel heat exchanger, fuel pump, fuel
control unit, fuel starting flow control unit, fuel-spraying nozzles, and fuel and pneumatic pipelines, etc. The
fuel control unit is installed at the rear of the engine with its rotation speed directly proportional to the gas
generator rotation speed Ng. The FCU senses any changes in Ng and adjusts fuel delivery. In general, the FCU
functions to determine fuel delivery to the combustion chamber automatically, and thereby satisfies the power
demands of the propeller.

The FCU is made up of three parts: a metering section, a computing section, and a gas generator speed
governor. The main component of metering section is a metering valve shaped like a needle. The area of
metering orifice is changed with the movement of the metering valve. The metering valve is connected to the
computing section by the torque tube. The computing section consists of an acceleration bellow and a speed
governor bellow. Px and Py are modified air pressure bleeding from axial compressor. Px acts on the lower side
of the bellow, and Py acts on the upper side. When Py increases and Px keeps constant, the bellow moves
downward with the torque tube, leading to the increment of orifice area in the metering valve. As a result, fuel
flow increases. On the contrary, with reduced Py and unchanged Px, the bellow moves upward with the torque
tube, the orifice area shrinks and fuel flow decreases. Py is connected to Ng speed governor in FCU through an
external pressure air pipeline.

Propeller speed governor

The propeller speed governor consists of three parts: constant
speed unit, beta valve and Nf speed governor. Here it is concerned
with the Nf speed governor. The power turbine speed governor
functions to prevent the power turbine from overspeeding in case
of propeller speed governor failure. The reset arm of the Nf speed
governor is connected to Py through an external pressure air pipe.
A person on the ground can adjust the reset arm to regulate Py .




Trouble analysis of fuel control systems

Some engineers thought that the trouble was due to a failure of fuel schedule. They deemed that it was the
result of improper adjustment of the reset arm in the Nf speed governor. Improper adjustment of reset arm
affected Py.

In normal conditions, Py - Px differential causes the metering valve to maintain the required Ng. If improper
adjustment of the reset arm is decreased, the Py, bellow would move upward to decrease Py and keep Px
constant. Movement of the torque tube with the bellow decreased the orifice area of the metering valve, and
reduced fuel flow and output engine power accordingly. Engine power output is the product of engine torque
(TQ), propeller speed (Np), and coefficient (K). Np and K are constant values. The less power the engine
produces, the lower torque the propeller generates. Therefore, the ground crew thought that the improper
adjustment of the reset arm caused Py leakage and decreased engine power keeping the aircraft from achieving
maximum take-off torque.

However, both engines torques were not identical and the left engine's torque did not achieve 1,480 lb.-ft.
Subsequently, they checked the pressure air pipeline connected to Py, no air leakage occurred. They proved that
the failure had nothing to do with fuel control system of the engine.

Trouble analysis of compressor bleed valve

Other engineers thought air leakage of components or the pressure air pipeline led to the loss of engine power
and decreased torque.

The engines were run again and the engine parameters were recorded. The new data was compared with the
data obtained previously, and it was found that the parameters of both engines were identical at Ng 90 percent.
It was concluded that failure of the bleed valve caused the trouble.

The bleed valve in PT6A-27 engine functions to guarantee that no surge occurs in engine compressor at the low
axial compressor speed Ng, especially at ground idle condition. In the PT6A-27 engine, the bleed valve starts to
close at Ng = 86 percent and closes completely at Ng = 91 percent. The bleed valve is installed at the 7-o'clock
position on the gas generator case. A piston is sustained in the house with the guide pin to guarantee that the
piston opens or closes smoothly in the reciprocal movement. Pressure operates piston sliding on the guide pin.
The rolling diaphragm mounted on the valve piston prevents
leakage between the P2.5 and P3 chamber.
The bleed valve is installed on the gas generator with four bolts. A
guide tube ensures that outlet of compressor P3 air bleeding from
the gas generator case is in proper alignment with the P3 passage
in the bleed valve. P3 air flows through a primary metering orifice
and is directed to the bottom of the piston and to the atmosphere
via a convergent divergent orifice. The convergent-divergent
orifice functions to restrict the airflow to specified range to obtain
fixed ratio of P3/Px. Here Px refers to modified air pressure
between primary metering orifice in the lower chamber and the
venture. Two forces act on the bleed valve piston. Px pressure
pushes to close the valve and P2.5 air pressure, from the interstage compressor area, pushes to open it. The
valve closing point is achieved during engine acceleration when the pressure acting on the valve diaphragm (Px)
is sufficient to overcome the compressor interstage pressure within limits (P2.5). At lower engine power, P2.5>
Px, bleed valve opens completely. With increasing engine power, P3 rises faster than P2.5, thus increasing the
pressure acting on the piston to gradually close it. The speed (Ng) at which the valve closes is a function of the
primary and convergent divergent orifice sizes. The bleed valve cannot abruptly close tightly due to the increase
of P2.5. Instead, it closes gradually at the constant ratio of P3 /Px. At high engine power, the bleed valve closes
completely and Px > P2.5.

Trouble analysis of bleed valve and elimination of trouble

At lower engine power, P2.5 is much greater than Px, and the bleed valve opens completely. The condition of
the bleed valve in the right engine is the same as that in the left engine. As a result, the parameters on both
engines are identical. With increasing engine power, P3 pressure rises and leads to the increase of Px.
Therefore, resultant acting force on the rolling diaphragm increases with it, making the piston move upward
gradually. At Ng = 91 percent, the piston is engaged in the base tightly. If the piston of the left engine
compressor can not be engaged in the base properly inter-stage pressure air will flow into atmosphere, which
results in power loss in the left engine and a decrease in the left engine's torque. The trouble was eliminated
after the bleed valve of the left engine compressor was replaced with a new one.

Tips and hints

Previous experience indicated that the bleed valve usually had trouble after extended flight time. Some
engineers observed that the performance of the aircraft met the specifications in previous ground tests, so they
did not believe that the bleed valve could fail. Instead, they focused on the fuel control system. Many
component failures could have had an effect. It will save time if different tests are done in accordance with
different component characteristics under varying circumstances to distinguish failures.

It increases efficiencies to resolve problems as quickly and efficiently as possible. Hopefully, these
troubleshooting methods and analysis will help bring success to other aircraft maintenance engineers.