C208B

ProudPilot

ProudPilot

Aeronautics Geek
Ok...

So I need to know everything I can about flying a C208B asap. I have no idea how to start, operate, or land a turboprop, let alone the C208B. I do have a high performance CSMEL, but only experience with pistons and jets (crj200 intern with ACA).

How do I start it?

How does she land?

Any unique items to stalls, steep turns, ground ref?

This is for a flight eval for a possible job next week. My job will not be to fly the C208 so not worried if I don't have everything perfect. However, the more information I can get the better.

Thank you tons in advance!
 
Can't remember to much on the start, but it flies just like a 172, V speeds are almost identical. hope that helps out a bit. Good Luck!
 
I have speeds of:

Flaps AppSpeed Vfe
0 - 110 -
10 - 100 - 175
20 - 90 - 150
30 - 85 - 125

vx - 90
vy -120

Not quite like the C172. Maybe a really really overweight C182... or you know, a normal C208B.

How much is the lag in power production? What do I watch for to set power. Is it set torque and RPM? What's normal?
 
Batt on
Fuel pump on
Start
18% Ng
Condition lever to low idle
Wait for it to stabilize at 48% Ng



Other than that it flies EXACTLY like a 182.

This is the most pilot proof airplane I've ever seen. You have to be incompetent AND unlucky to break one.
 
ProudPilot said:
What do I watch for to set power. Is it set torque and RPM? What's normal?
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RPM is left high from start to shutdown, 1900 RPM.

For approaches, Flaps 10 + 1100 Tq = 120kts. Remember 10 11 12.

For approaches in a crowded enviroment full of jets, keep your speed up all the way to the threshold and let the 8 ft speed brake on the nose slow you down over the runway.
 
Here's what I know about starting the PT6 on a King Air. Shouldn't be much of a difference. I've only done it a couple of times, so if anyone finds anything wrong feel free to correct me.

Start in Feather or full forward. Doesn't matter. Full forward supposedly keeps the hot exhaust off the paint but feather is quieter and if somebody decides to walk into the prop on the ramp, hopefully they'll only get knocked down as opposed to chopped up.

Battery On.
Beacon on.
Check for at least 22 volts.
Bleed air valves off.
Hit the starter.
Check for oil pressure.
Let N1 (or Ng depending on how they have it set up) stabilize above 12%.
Condition lever to low idle. (the higher that N1 stablizes, the cooler will start.)
Have one eye the ITT to make sure it doesn't exceed the redline start limitation and another on fuel flow to make sure it's not taking off.
Above 50% N1, kick off the starter (engine is self-sustaining at that point)
Turn on the generator, check the loads on the volt/amp meters

That's about it. It's pretty easy to start and most times there are no problems (hot/hung). As for hot and hung starts, you can't get the fuel out fast enough if it decides to take off on you.

Be steady and smooth on power changes.
If you bring it back to flight idle, the prop goes flat and you will drop like a rock.

Again, I haven't gone to school for any airplane that has PT6s...this is just what I've picked up. I've started them a couple of times, but I may have missed something. It should give you some idea though.
 
If you are interviewing where I think you are, they won't care about your knowledge of the 208 nearly as much as your instrument skills.

We can teach you the 208 in 2 weeks, but you need to already know how to fly an ILS down to mins in nasty weather.
 
SOme charter companies fly them into EWR for FedEx. It is awesome seeing those guys come in at 140 then slow down in ground effect, land 5000 feet down the runway get off at the end and taxi to the cargo ramp. True team players. A great airplane too
 
Yeah, IFR skills aren't a problem. CFII here at UND with plenty of instrument students. The 208 I think I can get, but anything helps. I've had a few interviews in the last few years and they all led to way underpaying jobs in which I would have to take out a loan to start them. This job is a dream job and I'll let you know what happens after it happens.

For now:

Inertial Separator : SET -What does this mean exactly?
TAS Power : Test/Stby - huh?
Radios/GPS/Tas : Set What is TAS?

Normal RPM's for TO/Climb/Cruise/Descent/Final/GA?
 
JLF said:
Why USMC? Is it just for going into reverse?
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I dunno, its easier, and it guarantees that your max torque is always your max torque for takeoff (unless you're up high, then it'll be less because you'll temp out first).

However, I sometimes pull the prop back a little bit when my headset battery dies. Also, if you have the power pulled all the way back, you can go power to idle without that massive deceleration that lurches you forward as the props flatten out.

Biggest reason I can think of in terms of an actual "why" is that on the 675HP models, below 1800RPM at 1970ft-lbs of torque you won't get the full 675HP, and 100HP just isn't a big enough noise reduction to make it worth it.
 
What's the normal torque settings for a traffic pattern?

I just did 2 hours in FSX on a 3rd party C208B. You're right, not as hard as I thought it would be. I kinda like the power.
 
ProudPilot said:
What's the normal torque settings for a traffic pattern?

I just did 2 hours in FSX on a 3rd party C208B. You're right, not as hard as I thought it would be. I kinda like the power.
Click to expand...

Remember "10, 11, 12"

Ten degrees of flaps, 1100ft-lbs of torque, gives you 120kts.

But like many airplanes, who gives a damn about the "normal" power setting, just chose a speed you want to fly (120 in the downwind is pretty easy) and fly it, using power as required.
 
Relax dude, you sound like you are stressing yourself out. A guy who works at the company you are interviewing with just told you what to expect.

goodluck
 
MikeOH58 said:
Relax dude, you sound like you are stressing yourself out. A guy who works at the company you are interviewing with just told you what to expect.

goodluck
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Yeah, seriously dude...relax. A retarded monkey could fly this airplane. As was said earlier, you have to work very hard to break a caravan. Just absorb what you can, follow the checklist as you start to get comfortable in the airplane, and you'll be fine.
 
I second 10,11,12. Or actually it is like fourthed. Only thing I'd add to the start procedure is put the blue prop lever thingy to full forward prior to start otherwise you'll start in feather.
 
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