Category Archives: PT6A Engine

Oil Analysis Technology Update-header

3 Key Benefits of Oil Analysis Technology

This article originally appeared on the P&WC Airtime Blog.

Recently added to the ESP™ plan, our (Pratt & Whitney Canada’s) Oil Analysis Technology is a powerful diagnostic and prognostic tool that helps customers avoid unscheduled events. We outline some key benefits below.

1. A SIMPLE, USER-FRIENDLY SAMPLING PROCEDURE

Taking routine oil samples from your engine and sending them for analysis is a fast, simple process that gives detailed insights into engine health that wouldn’t otherwise be possible.

This technology enables operators like Germany’s Arcus Air, an airline that offers chartered cargo and corporate flights, to plan maintenance in advance, thereby minimizing the risk of unscheduled events and maximizing engine availability.

Pratt & Whitney’s Oil Analysis Technology is a powerful tool that helps us better understand the health of our engines. We receive clear and concise data that allow for a quick overview but also for deep insights. Daniel Bürcky, Chief of Maintenance, Arcus Air

The sampling procedure is designed to be as user-friendly as possible. We provide customers with a kit that contains everything they need, from a syringe and tube or O-rings for collecting the oil to a pre-paid envelope with all the necessary paperwork for sending the sample to the lab in Canada.

Customers simply need to collect a sample during scheduled engine maintenance, then have the package picked up by FedEx. In return, they’ll receive a report outlining the results, along with recommended follow-up actions.

The sampling interval is typically from 200 to 300 hours, meaning that for a typical business jet or general aviation operator, samples only need to be taken once or twice a year, notes Frédérique Richard, Senior Manager, Oil Analysis Technology.

2. EXPERT INSIGHTS THAT ENHANCE OPERATIONAL CONFIDENCE

Oil analysis technology is used to monitor trace particles in oil-wetted components such as carbon seals, gears and bearings. It compares their current condition with the signature of other healthy engines in the fleet. Once a component deteriorates past a certain threshold, our team will provide specific maintenance recommendations.

It’s like going to the doctor to have a blood sample taken, explains Frédérique. If the doctor analyzes your blood and sees that you have a health issue, like slightly high cholesterol, she’ll suggest doing something like changing your diet or exercising more. Our Oil Analysis Technology works in a similar way.

We look at the data and if anything needs to be done, we help customers figure out the right next steps. We give them a tailored ‘prescription’ – a specific maintenance recommendation to address the matter before it becomes an issue. Frédérique Richard, Senior Manager, Oil Analysis Technology

The insights gained from this technology therefore give customers greater operational confidence by letting them know when they should keep a closer eye on specific components or take action to repair or replace them.

One example is carbon seals. If these components are left to deteriorate, it could eventually lead to unplanned maintenance events, which may entail unexpected costs like hangar rental, spare engine shipment or cancelled revenue flights.

All of that could be avoided with our Oil Analysis Technology.

“In some cases, we can tell hundreds of flight hours in advance if a carbon seal is deteriorating,” says Frédérique. “Once we see that, we’ll issue a recommendation to monitor its condition more frequently. When action is required, we’ll advise the operator to proactively remove the engine at the next scheduled maintenance and send it to the shop for replacement.”

Thanks to this technology, we’ve been able to identify early deterioration patterns and recommend proactive maintenance on a number of engines. These customers were able to schedule maintenance and avoid the disruption of situations such as cabin air contamination and metal in oil. Frédérique Richard, Senior Manager, Oil Analysis Technology

3. A CONTINUOUSLY EVOLVING TECHNOLOGY

To date, with the help of customers around the world who want to go beyond basic engine maintenance and are embracing early detection, we have collected tens of thousands of oil samples.

The more data there is to work with, the more detailed and accurate our Oil Analysis Technology becomes, because it’s not static. It continues to evolve, as the new data helps us to refine engine oil signatures and fine-tune our algorithms.

“It’s an ongoing journey,” says Frédérique. “We keep investing in the technology and working to improve it.”

The advanced analytics that we use allow us to go deeper than human analysis alone could accomplish. This enables us to identify engines at risk of a particular issue, prioritize maintenance work, and ultimately drive operational improvements, cost savings and greater engine availability Frédérique Richard, Senior Manager, Oil Analysis

technology combined with other technologies such as our FAST™ solution, it enables customers to understand their engine inside out and fly with peace of mind. If our Oil Analysis Technology is like a blood test, FAST is like an MRI. These prognostic and diagnostic tools complement each other, contributing to a more holistic view of engine health.

Oil Analysis Technology is one of several recent additions to our ESP™ maintenance program. Learn more here.

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A Brief History of the PT6A-135A Powered Vazar Dash 3, AKA, the DHC-3T Otter

History courtesy of Karl E Hayes from DHC-3 Otter: A History (2005)

Otter number 22 was delivered to the RCAF on 15th December 1953 with serial 3668. It was allocated to the Central Experimental & Proving Establishment (CEPE) Climatic Detachment that month, based at Namao Air Base, Edmonton, Alberta. The Detachment specialized in cold-weather testing. It was in an all silver scheme with a polar bear crest under the cockpit door and carried the unit’s PX code. The Otter remained at Namao until July 1956 when it transferred to the CEPE main base at Rockcliffe, Ontario but only for a brief period.

From Vazar.com

Its next posting was to 403 Squadron at Calgary, Alberta. This was one of Air Defence Command’s squadrons, flying the Mustang and T-33, which in July ’56 was notified of a change of role to light transport, and re-designation as an auxiliary squadron, becoming 403 “City of Calgary” Squadron with Beech Expeditors as its initial equipment. On 1st November 1956 Otter 3668 arrived at Calgary, the first of four Otters for the unit. It had been flown in from Rockcliffe by a ferry crew from 129 Acceptance & Ferry Flight. Its period of duty with 403 Squadron was relatively brief, as in June 1957 it was re-assigned to 121 Communications & Rescue Flight, based at Sea Island, Vancouver, BC, which was adjacent to the Vancouver International Airport.

Its operation by 121 Communications & Rescue Flight only lasted five months. It is mentioned in the unit’s diary on 2nd August ’57 routing from Carmanah Point on the west coast of Vancouver Island to Duncan escorting 121 C&R’s H-21A helicopter serial 9611. In October 1957 it was put into storage at the Lincoln Park, Alberta depot as a reserve aircraft. This depot was located at what was then the downtown Calgary Airport (from where the Otter had previously flown with 403 Squadron) and was run by Canadian Pacific Airlines, into whose care the Otter was entrusted. It remained there until March 1964 when the Lincoln Park depot was closed, and it was roaded to Saskatoon and stored there pending disposal. It was sold in May 1965 to Western Aero Renters Ltd of Edmonton, Alberta to whom it was registered as CF-OVN on 16th July 1965. With its new owners it served in the Northwest Territories.

The Otter was sold to Gateway Aviation Ltd, Edmonton to whom it was registered on 16th December 1969, although the aircraft was based at Yellowknife and continued to support the mining and exploration industries in the Northwest Territories. The registration was changed to C-FOVN on 10th April 1972. In 1979 Gateway Aviation were taken over by Northward Airlines, at which stage its Yellowknife base and Otter C-FOVN were sold to Turn Air Ltd, to whom the Otter was registered on 11th June 1980. For the next five years, OVN continued to operate from Yellowknife, until Turn Air encountered financial difficulties.

Picture from @DeonMitton on Instagram

Turn Air Ltd had mortgaged its aircraft to the Federal Business Development Bank, who took court proceedings to recover money due. The case went to the Supreme Court, as a result of which title to the Otter and a Cessna 185 C-FYNM was transferred to the bank. The Otter was advertised for sale in May 1985 by Mike Hackman Aircraft Sales of Edmonton, with 10,800 hours on the airframe. By Bill of Sale dated 1st November 1985 the Otter was sold to Aero Aviation Centre (1981) Ltd of Edmonton, to whom the aircraft was registered on 15th November ’85. The Otter was then sold to North American Gold Center Inc of Las Vegas, Nevada by Bill of Sale dated 18th August 1986. The Otter was registered to its new owners as N9707B.

Quite what part the unusually named North American Gold Center played in the scheme of things is unknown, presumably a financing arrangement of some sort, but the Otter’s registration to this company was part of its conversion as the prototype Vazar turbine Otter. Around the same time as the Cox Turbo Otter (number 421) crashed, thus effectively ending that particular turbine conversion, Vazar Aerospace of Bellingham, Washington started work on a turbine Otter conversion, utilizing the Pratt & Whitney Canada PT6A-135 engine. N9707B was selected as the prototype, and the conversion work was undertaken by Serv Aero Engineering at Salinas, California during 1987. This particular conversion was a much simpler and more effective one than the Cox conversion and was to prove a winner. Rigorous flight testing was conducted throughout 1988 and in August of that yearN9707B flew from Bellingham to Ketchikan and Wrangell, Alaska for the demonstration to local operators. US certification of the conversion was achieved in November 1988, after which Vazar Aerospace proceeded to market the “Dash 3 Turbine Otter”, with considerable success.

N9707B continued flight testing for Canadian certification, in the course of which one incident was recorded. On 11th January 1989 at Beach Corner, Alberta while conducting a test flight, the aircraft’s control column began oscillating fore and aft, and the pilot made a precautionary landing. The test flying continued for a few more months, Canadian certification for the Vazar Dash 3 being granted in June 1989. In the meantime, its test work complete, Otter 22 was sold back to Canada, being acquired by Central Mountain Air Ltd of Smithers, BC to whom it was registered as C-GCMY on 12th May 1989. It served the communities of northern BC for nearly three years, until sold to Wolverine Air (1988) Ltd of Fort Simpson, Northwest Territories in June 1992. Central Mountain Air titles were removed from the aircraft at Vancouver on 20th June ’92 and Wolverine Air titles had been added by 25th June. As well as flying for Wolverine Air from Fort Simpson, it also flew for a time for Air Tindi out of Yellowknife until sold in March 1993 to Harbour Air Ltd. It was noted in the Harbour Air hangar at Vancouver International Airport in October 1994, completely stripped to bare metal in readiness for a re-spray. Repainted in their yellow and white colour scheme, the Otter then flew out of Harbour Air’s Prince Rupert seaplane base at Seal Cove, on the company’s scheduled and charter services.

The Otter is mentioned in an incident report on 10th April 1995. It was en route from Seal Cove to Port Simpson when it encountered rain, strong winds and turbulence. A piece of plywood sheeting which had not been securely tied down, moved and struck a passenger’s seat back. After landing, the passenger went to a local clinic as a precaution. The report noted that “the company has instructed its cargo handlers to be more diligent in securing awkward shaped loads”. C-GCMY met its end on 18th August 1996, eighteen miles south of Alliford Bay, Queen Charlotte Islands, BC. As the accident report summary states: “The pilot of the float-equipped turbo Otter departed Alliford Bay, six nautical miles south-west of Sandspit, on a chartered 26 mile flight south to Tasu, BC. The pilot picked up two passengers as Tasu and departed on the return flight to Alliford Bay. A search was initiated when the aircraft failed to arrive at its destination. The Otter was located the following day in steep terrain at 1,700 feet ASL eighteen miles south of Alliford Bay”. Buffalo aircraft and Labrador helicopters of the Canadian Armed Forces’ 442 Squadron from CFB Comox were heavily involved on the search.

“The evidence indicates that the pilot encountered low ceilings and visibility in moderate rain. He had flown up a valley which ends with the terrain rising steeply to 3,350 feet ASL. This valley is deceptively similar to another valley which forms an established VFR route and which, if followed, would have allowed the pilot to stay at a low altitude and below the cloud”. The pilot’s planned route was to leave Tasu heading toward the north end of Newcombe Inlet, cross some low terrain for two miles and then turn eastwards through a valley to Sewell Inlet en route to Alliford Bay. Just north of the turn-off to Sewell Inlet there is a valley leading northward into a box canyon where the terrain rises abruptly to 3,350 feet. The two valleys are similar in appearance and both have a creek and road following the valley floor. The Otter flew past the valley leading to Sewell Inlet and continued north into the valley leading to the box canyon and subsequently struck the side of the valley at 1,700 feet.

“The aircraft struck terrain in controlled flight in a climb configuration with the wings level. It was substantially damaged and the pilot and two passengers were killed”. In fact, the aircraft was completely wrecked, and the only part which was salvageable was the rear fuselage, which was later noted at the Viking Air facility at Victoria, BC, acquired for its frames and stringers.

History courtesy of Karl E Hayes from DHC-3 Otter: A History (2005)

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A Flying Swiss Army Knife: The Many Faces Of The Pilatus PC–6 Porter

It’s a missionary and a mercenary. A soldier and a spy. A record-setter and an also-ran. After 60 years of continuous production, the Pilatus PC–6 Porter, a legendary Swiss turboprop that has played more supporting roles than Kevin Bacon, will cease production in 2019.

Continue reading A Flying Swiss Army Knife: The Many Faces Of The Pilatus PC–6 Porter

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5 Quick Tips For Servicing Your Engine’s Oil System

This article originally appeared on the P&WC Airtime Blog.

Our expert shares 5 oil maintenance best practices that will help give you a clear picture of your oil status and keep your engine performing optimally.

1. RESPECT THE MIN AND MAX LEVELS

If your engine oil is at a level below the minimum, the oil supply during operation may be insufficient. Conversely, a level that exceeds the maximum may impede proper operation of the air/oil separator or breather, leading to possible bearing seal distress and loss of oil through the engine breather tube.

An oil level that’s too high or too low could also result in oil pressure fluctuations, low-pressure indications and engine damage.

2. MONITOR OIL USAGE OVER AT LEAST 10 HOURS

To perform engine oil system servicing effectively, you should continuously monitor your oil consumption. Careful monitoring will give you advance warning of abnormal oil consumption allowing you to carry out preventive troubleshooting.

PT6A

For more accurate results, we recommend recording oil consumption data over at least 10 hours of accumulated flight time and plotting the data for oil consumption trend analysis. This will give you a more realistic portrait of your engine’s functioning.

On a related note, be wary of oil level readings taken when the aircraft is parked on uneven ground, since they may not be accurate.

Aircraft attitude may affect engine oil level readings, especially in the case of helicopters, which land on all kinds of uneven surfaces. You shouldn’t use readings taken when the aircraft is resting at an angle.

ANDRÉ GALLANT, TRAINING SPECIALIST, FIELD SUPPORT OFFICE

3. ALWAYS PERFORM SERVICING AT THE DESIGNATED TIME

Always check and service your engine oil system at the same time, based on the instructions in the engine maintenance manual. Typically, the designated time is around 15 to 30 minutes after shutdown. This is fundamental to obtaining reliable and accurate oil consumption trend data. If you wait longer than the indicated time to check the oil level, it may affect the readings, since hot oil in a still-warm engine has more volume than cold oil.

Checking the level as recommended by the engine maintenance manual can also help you identify issues. For instance, if you checked the oil level shortly after shutdown, then come back the next morning and notice that it’s notably lower, internal static oil transfer may have occurred overnight.

In a situation like this, do not simply refill the oil tank. If you do, there may be too much oil in the system and it could overflow via the engine breather. Perform troubleshooting instead to resolve the matter. On a PT6A engine, the cause could be a leaky oil filter check valve.

4. USE THE SAME LEVEL EVERY TIME

Likewise, you should always service your oil system to the same level. If you fill the oil tank to the maximum one day and to the minimum the next, it could skew your data. No matter what the oil level indicator configuration is, we recommend always servicing your engine oil system to a level somewhere between the minimum and maximum.

If you keep your oil levels at the maximum all the time, it could increase your oil consumption rate, since some oil has a tendency to exit through the engine breather. This could even happen at one or two quarts below the maximum, so you should adjust accordingly and service the oil system to a level where consumption is acceptable.

ANDRÉ GALLANT, TRAINING SPECIALIST, FIELD SUPPORT OFFICE

5. USE THE RIGHT DEVICE AND OIL

When topping up your engine oil tank, be sure to use an appropriate filling device such as a funnel or fluid servicing cart with the appropriate attachment. Using the wrong device could lead to spills and leakages, as well as an inaccurate oil usage recording.

You should also exercise caution when inter-mixing different brands or types of oil and always follow the recommendations in the applicable engine maintenance manual and oil service bulletin. When permitted, switching to another kind of oil might require additional maintenance, such as oil analysis and filter inspection, paying attention to carbon deposits. As different oils may have different properties. And in some situations, such as engines that have accumulated a lot of hours, switching oil type may be prohibited.

The best thing you can do is to stick with the same brand and type of oil. If you have to change, always check the applicable engine maintenance manual and oil service bulletin first to see whether you can and what oil brands and types are acceptable.

ANDRÉ GALLANT, TRAINING SPECIALIST, FIELD SUPPORT OFFICE

Putting these handy tips into practice while also following the standard procedures in your maintenance manual will allow you to maintain a normal main oil pressure during engine oil system servicing.

With the help of P&WC’s new Oil Analysis Technology –which is 100 times more sensitive than other oil monitoring technologies on the market –your engine oil can also provide you with insights into the health of bearings, gears, carbon seals and other engine parts. By analyzing data taken from periodically collected oil samples, this technology monitors engine health on wing and supports predictive and preventive maintenance without intrusive inspections. To learn more, check out Oil Analysis Technology Makes Proactive Maintenance Easier.

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Air Tractor Releases 800th Aircraft in AT-802 Series

Olney, Texas aircraft manufacturer Air Tractor, Inc. passed a major production milestone with the recent delivery of the 800th aircraft in the AT-802 series. The 800-gallon capacity airplane, Air Tractor’s largest, took off from Air Tractor on a northeast heading toward its new home in Arkansas to work as a single engine air tanker.

Continue reading Air Tractor Releases 800th Aircraft in AT-802 Series

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A Quick Look at the Twin PT6A Powered Cheyenne II & IIXL

In the mid-1960s, Piper, noting the success of Beech’s King Air, decided to explore the possibility of producing its own twin turboprop. The manufacturer hired legendary aircraft designer Ed Swearingen to retrofit a Piper PA–31P pressurized Navajo with 550-shaft-horsepower Pratt & Whitney Canada PT6A-20 turboprops. After a successful first flight in April 1967 and further tests indicated that the Pratt powerplant and Piper airframe were a good match, the PA–31T Cheyenne was launched.

The Cheyenne was a simple and reliable entry-level turboprop that was more affordable and faster than the King Air 90. However, the Cheyenne’s smaller cabin could only accommodate two pilots and four passengers—plus a fifth passenger if the belted potty seat were used. Baggage space was limited, but the airplane could operate from relatively short runways and be flown by a single pilot.

Piper Cheyenne II from BJTOnline.com

The initial production model of the Cheyenne was powered by two 620-shaft-horsepower Pratt & Whitney Canada PT6A-28 turboprops and included 30-gallon wingtip fuel tanks. Dual King Gold Crown avionics were standard. The Cheyenne first flew in October 1969 and was certificated in May 1972. Cheyenne deliveries began in 1974.

When Piper introduced the lower-powered and less expensive Cheyenne I in 1978, the manufacturer renamed its original twin turboprop the Cheyenne II. Essentially the only difference between the original Cheyenne and the Cheyenne II were some cabin configuration changes. The stretched PA–31T2 Cheyenne IIXL, which had a two-foot-longer fuselage than the original Cheyenne, entered production in 1981. The IIXL has an extra cabin window on the left side, a nearly 500-pound higher max takeoff weight, and is powered by more powerful 750-shaft-horsepower PT6A-135s. Besides offering more interior room, the IIXL’s longer fuselage eliminated the need for the stability augmentation system.

A Piper Cheyenne XLII from Jetphotos.com

Over the years, many enhancements for the Cheyenne II have been developed, with the most notable being Blackhawk Modifications, Inc.’s XP engine upgrade, which involves replacing the Cheyenne’s original engines with new 750-shaft-horsepower PT6A-135A turboprop engines. The simple bolt-on upgrade enables operators to cruise approximately 20 knots faster.

The PT6A-135A engine was also the cornerstone of the Super Cheyenne conversion, which was offered by T-G Aviation of Hamilton, Ontario, Canada. Some Cheyenne operators have also boosted the speed of their airplanes by fitting them with cowl/ram air and exhaust stack aftermarket kits.

In addition, numerous panel upgrades have been developed for the Cheyenne II, including installation of lighter, more capable new-generation avionics from Aspen, Cobham (Chelton and S-TEC), and Garmin.

Piper built a total of 526 original Cheyennes and Cheyenne IIs, and 228 remain on the FAA registry, according to Vref. Prices range from $310,000 for a 1974 model to $520,000 for a 1983 model. Of the 81 Cheyenne IIXLs produced, 46 remain on the FAA registry. Prices range from $620,000 for a 1981 model to $680,000 for a 1984 model.

SPEC SHEET

Cheyenne II

Engines | Two Pratt & Whitney PT6A-28s, rated at 620 shp 
Seats | Seats: Up to 8 (including two pilots)
Max takeoff weight | 9,000 lb
Max cruise speed | 277 kt
Takeoff distance (over 50 ft obstacle) | 1,980 ft
Range | 1,195 nm
Wingspan | 42 ft, 8 in
Length | 34 ft, 8 in
Height | 12 ft, 9 in

Cheyenne IIXL

Engines | Two Pratt & Whitney PT6A-135s, rated at 750 shp
Seats | Seats: Up to 8 (including two pilots)
Max takeoff weight | 9,474 lb
Max cruise speed | 273 kt
Takeoff distance | 2,042 ft
Range | 1,060 nm
Wingspan | 42 ft, 8 in
Length | 36 ft, 8 in
Height | 12 ft, 9 in

Information via AOPA

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Videos: The Secrets of Engine Rigging Revealed

This article originally appeared on the P&WC Airtime Blog.

A new P&WC-produced video helps aircraft mechanics by breaking down engine rigging into simple, repeatable steps. Airtime spoke to the two men behind this handy PT6A resource to learn more.

THE IMPORTANCE OF WELL-RIGGED ENGINES

Jan Hawranke, Externals, Controls & Nacelles (ECN) Program Leader for PT6A engines, remembers exactly when he started to worry that the art of engine rigging was in danger of disappearing.

During the course of one year, an aircraft OEM sent back a dozen fuel control units that appeared to be faulty and couldn’t be matched to each other on a twin-engine aircraft. This was a significant concern, since engines must be rigged exactly the same way to perform in harmony.

Jan didn’t understand why the units were being returned, though, since they were in perfectly good condition. That’s when the “aha” moment hit him: the real issue was that the OEM’s mechanics didn’t have the information they needed to rig the fuel control units properly.

Rigging—the process of hooking up engines to an aircraft’s body—is an integral part of the engine’s installation process. It has to be done with the utmost care each time an engine is installed, Jan explained to Airtime.

On an aircraft with two engines, if both are not rigged exactly the same way, one might produce more power than the other. The pilot will then have to compensate by adjusting the power lever positions. It would be like driving a car with brakes that pull the car to one side, requiring the driver to turn the wheel to keep the vehicle straight.

Rigging information is available in aircraft maintenance manuals (AMMs), but it’s a complex process that cannot fully be captured in a written document or reviewed at a glance.

“There’s an art to good rigging,” says Jan. “A lot of it comes down to the mechanic’s feel and experience. The fuel control units being returned were a red flag to us that something was changing.”

A lot of the veteran mechanics who mastered rigging 20 or 30 years ago are retiring now. The know-how that existed years ago, the unwritten details that make for good rigging, are being lost. We realized it was important to pass that knowledge on to younger mechanics. 

– JAN HAWRANKE

A VIDEO THAT MAKES MECHANICS’ WORK EASIER

While the airframer is ultimately responsible for providing rigging information, P&WC has always worked closely with OEMs to develop clear and thorough explanations. Indeed, two decades ago, Jan worked on a video designed to complement the information found in AMMs with tips on the rigging process.

For various reasons, he was never satisfied with the original video, which was now out of date anyway. He decided it was time for take two. Jan turned to a master of the rigging craft, P&WC veteran Rob Winchcomb, to star in a new rigging video.

You want both engines to behave the same way all the time, especially when landing, which is one of the most stressful moments of a flight. It’s a handling issue. Well-rigged engines make the pilot’s workload easier by ensuring that the response from each engine is identical whenever the levers are operated.

– ROB WINCHCOMB,
PT6A CUSTOMER MANAGER

THE FUNDAMENTAL RULE OF RIGGING

The pair spent two weeks in Australia with a local production crew to create the video. To make it as authentic and useful as possible, it features in-service PT6A-powered aircraft, generously made available by Australia’s Royal Flying Doctor Service.

The video provides detailed instructions on every aspect of rigging, such as the differences between fine and coarse adjustment of the serrated washer, or how to match the travel of propeller levers. As Rob emphasizes, no matter what action is being performed, the number-one rule of rigging remains the same: whatever you do physically to one engine, do exactly the same thing to the other one.

As mentioned in the video, it’s also a good idea to have two people in the cockpit when performing this complex job, with one operating the engine and the other following the instructions and writing down the results. The more efficient you are, the less fuel you will burn during the final checks in the engine run bay.

P&WC will eventually release two different versions of the video for two different fuel control unit models, starting with the first one below. Click on the links to watch:

MACKAY, QUEENSLAND – APR 1, 2006: Beech B200 Super King Air medical plane from the Royal Flying Doctor Service on the tarmac of Mackay airport.

Rigging your PT6A engines for King Air B200:

Rigging your PT6A engines for King Air B350:

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