rwgb1984
Well-Known Member
what class?
Microeconomics...
what class?
Microeconomics...
Question... Why can't we reverse thrust in flight? Granted I've only flown single turbines but we do it in those all the damn time...
The first officer (25, CPL, 311 hours total, 141 hours on type) was pilot flying...
Autothrust Blue said:Rapid condition lever movement is not recommended
Rapid condition lever movement is not recommended
That's just the bro with the "prop overspend of death!" Though.
This is very true. I always hated calling gear down and then being slammed forward because asshat shoved the condition levers to max.ctab5060X said:ehhh... even if your props won't overspeed, it is still a smart idea to be gentle with the condition levers.
Most passengers aren't exactly thrilled that they are flying on a "little prop plane", and any chance I get to make things a better experience for them, I take it. That includes being gentle with the props and not shoving them forward on short final or yanking them back quickly during the initial climb.
I honestly wish more pilots treated these airplanes as if they were the ones footing the costs. Might make them respect the airplanes a little more.
Or T6 while looking at torque...a uh, friend might have done that once on a hot day at a high altitude airport.If it's a turboprop, don't exceed torque limits while paying attention to another gauge...
Even if you don't have the "fail deadly" 14RF9, slow is smooth, smooth is fast. The most annoyed I've ever been as a passenger was on a Pinnacle CRJ200 on a smooth day, with lots of rapid TL movement. "Stooooop it."That's just the bro with the "prop overspend of death!" Though.
Or T6 while looking at torque...a uh, friend might have done that once on a hot day at a high altitude airport.
With the -11, you can exceed torque(mostly just with the AWI on), but it won't let you exceed temps with the SRL working. Love this! Engine failure at V1, power levers full forward. It'll bypass for you. Though some "hard bypass" and you actually get a little less than max power, but it's easy to fix that. If I don't touch a pratt again, I'll be a happy man! Now with the SRL deferred, this is the worst engine ever! Gotta figure out your max allowable temp for t/o, max power, climb(at 5,10,15 and 20 depending on how high you go), cruise, and go around power at your destination. Ugh! Though, not as big of a deal when all of your airports are at sea level and the temperature is 30*C.You know you can't do that on a garret(er well at least the -10's I flew), because it's a better engine.
And if garret er honeywell could design them that way in the 80's, well you're think pratt could get their crap together in this day and age.
You know you can't do that on a garret(er well at least the -10's I flew), because it's a better engine.
And if garret er honeywell could design them that way in the 80's, well you're think pratt could get their crap together in this day and age.
With the -11, you can exceed torque(mostly just with the AWI on), but it won't let you exceed temps with the SRL working. Love this! Engine failure at V1, power levers full forward. It'll bypass for you. Though some "hard bypass" and you actually get a little less than max power, but it's easy to fix that. If I don't touch a pratt again, I'll be a happy man! Now with the SRL deferred, this is the worst engine ever! Gotta figure out your max allowable temp for t/o, max power, climb(at 5,10,15 and 20 depending on how high you go), cruise, and go around power at your destination. Ugh! Though, not as big of a deal when all of your airports are at sea level and the temperature is 30*C.
Absolutely.The start sequence needs your undivided attention.
Or how about this, when you're on a 12,000 foot long runway, max reverse isn't needed as soon as you touch down....