Turbine DONT's
- Thread starter chrisreedrules
- Start date
norcalpilot25
Well-Known Member
I recommend "The King Air Book" by Tom Clements. This guy is the king air god. He's got some great recommendations and talks a lot about the history of the airplane. He has a whole chapter on starting the PT-6 and some great tips for general operation. One story in particular comes to mind. He talks about a pilot who picked up a King Air 200 from the maintenance shop, does his walk around and hops in to fly it to home base. As he's starting number 1 he notices some CBs popped out. Without looking or hesitating he pops them back in. Turns out they were the Ignitor CBs and he fried the left engine. Oops!
Pilotforhire587
Lycra Man
he means that the king air and most turbo props have prop levers. Tpe331 powered aircraft and the dash are a select few that have condition levers controlling fuel and props
Ralgha
Well-Known Member
I've started turbines with more tailwind than that. The tailwind was turning the prop so fast that we couldn't board until I flattened the blades to counter the tailwind pushing on the power turbine. The temperature when starting was not significantly higher than starting with no wind.
I never said these issues don't matter at all, I said they don't matter for all turbines. Rather than memorize a bunch of general rules for operating all turbines, just learn what you need to operate your turbine. You need to know how turbines operate in general, not how to operate turbines in general. The only thing I've seen here that could apply to all is the spool up time, everything else is specific to the type your running.
Fly_Unity
Well-Known Member
Every King Air driver needs a copy of this book!
///AMG
Well-Known Member
I'm going to go out on a limb and suggest that the guys who have big exhaust pipes sticking into the wind are going to have more hot start w/ tailwind issues than prop bubbas with a comparatively smaller hole to build back pressure against the hot section of the motor. This is a WAG, but that is what I believe anyway. I've experienced some near overtemps starting with strong tailwinds, so now I just always crank the motor(s) as high as they will go (high 20's) and try to build up the EGT before introducing fuel. The EGT thing is probably counter-intuitive, but my feeling is that more temp in the motor and higher compression/higher rpm is going to yield a quicker light off, and a shorter amount of time that the motor isn't blowing significant exhaust out the back and negating the tailwind. I've never heard anyone give me a technique for this, but it was another WAG that has thus far yielded cooler starts with tailwinds.
Ok.
dasleben
That's just, like, your opinion, man
Introducing fuel at/near max motoring N2 is policy where I work, due to the reasons you've mentioned. Cooler starts.
C150J
Well-Known Member
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scooter2525
Very well Member
$100 on amazon... OUCH!
scooter2525
Very well Member
I've been told on the be-99 and other low tail models it creates a disruption of airflow that can be very dangerous.
dasleben
That's just, like, your opinion, man
I just don't see the point of reverse in flight, anyway. Unless you're on fire trying to land on a 1500' runway, why even do it?
scooter2525
Very well Member
because turbo prop. Point, no. Safely and legally if you could, you would.
z987k
Well-Known Member
because how short can I land this thing?
dasleben
That's just, like, your opinion, man
And what happens in the flare when one goes into reverse, and the other doesn't?
I must be getting boring as a pilot now. Assuming it's not your personal airplane, I simply see no reason to see how short you can land it. Touchdown zone, centerline, on speed...Beyond that, it's all gravy train.
IrishSheepdog
Sitting in the median
Don't suck up a bird. Best advice I can give.
z987k
Well-Known Member
Ya, I'm scared to do it. On my airplane they don't spool at anywhere near the same speed. You'd Vmc roll yourself without losing and engine.
