auw2fly
Goldmember
In the airplane I fly now, the ignition and the starter are two separate switches, so it can happen. At least in the Meridian and TBM (and I think the Duke).
Turbine DONT's
- Thread starter chrisreedrules
- Start date
In the airplane I fly now, the ignition and the starter are two separate switches, so it can happen. At least in the Meridian and TBM (and I think the Duke).
Romulus
Well-Known Member
So this and the above posts make alot of sense. I've been flying a single turbine. Reverse in flight can be a very useful tool. I can see where a multi might get a little scary
BajtheJino
I'm looking at you.
Having flown single turbines for thousands of hours I have yet come across one single instance where I have needed to use beta/reverse in flight. In fact I think doing it is down right stupid. If you are flying in Alaska doing this then we have probably shared some common experiences as I am currently flying bush in Africa. I fly in to some pretty short strips and using proper speed and configuration I usually don't even use reverse on the ground as the combination of beta/getting the flaps up/gentle braking is enough to get me stopped.
I am honestly curious as to what situation you've been in to put the engine in beta/reverse in flight.
I think someone else asked the question but is this something you were taught or something you've picked up on your own?
Are you flying a Caravan? What about the airflow over the elevators? Are you not being subjected to a nose down attitude that you are unable to control?
Are there any other limitations that need to be blatantly disregarded because it "makes alot of sense"?
*tries not to think about my buddies out of work that are skilled, professional, and competent.
///AMG
Well-Known Member
scooter2525
Very well Member
perhaps. But if a Hundo doesn't seem to be much, feel free to buy it for Christmas.Whats the problem? If you're flying King Air's, you should be able to afford it.
Jimmy_Norton
Well-Known Member
The citation I used to fly was very sensitive to tailwinds on start, and there was actually a published limit. I forget what it is, I've been out of the plane for a long time.
I try to park the PC12 into the wind whenever I can, especially on a quick turn. It helps get the ITT down to 150 much quicker on start. I also get a GPU whenever possible, I've seen the temps be as much as 100* cooler on start.
I try to park the PC12 into the wind whenever I can, especially on a quick turn. It helps get the ITT down to 150 much quicker on start. I also get a GPU whenever possible, I've seen the temps be as much as 100* cooler on start.
I'm not real seasoned at this whole flying thing, but from being around guys who are, they would give me the "We need to pretend we don't know each other" look if I told them I intended to put an aircraft into beta above the ground. And I wouldn't EVER be allowed to fly their airplanes.
X-Forces
Big Black Guy
Have to agree. That has always been my philosophy.
( I would add - Not hard enough to drop the O2 masks)
dasleben
That's just, like, your opinion, man
It happens...Forward slinging main gear trucks, and aggressive autospoilers...it happens.
scooter2525
Very well Member
or you may just end up fired. The king air operators I know prohibit backing up for just that reason.
murphfly
Well-Known Member
http://www.lulu.com/shop/tom-clements/the-king-air-book/paperback/product-15457508.html
They also have an ebook version for less. Not sure if it's really legit because I've never used lulu.com
scooter2525
Very well Member
I saw that and barns & nobles has it for 17.99. That seems like a good book to have in print though.
Romulus
Well-Known Member
Flying a turbine Beaver with a -34 up front. The airplane can climb steeper than it can descend without overspeeding. So in a case where you need to go back down the exact same way you came up some beta keeps you from going too fast. It can also help on a tight approach where a normal glide slope isnt possible. There is no limitation on it. The only ops spec we have regarding use of reverse is no going backwards on the ground when there is a ski on the tail wheel due to the rigging. All that being said its not something that gets used on a regular basis, actually very rarely. Typically I only use reverse when landing on skis (no brakes).
I thought Wayne Handley's crash was attributed to the high g loads being put on the engine and it not being designed for that.
BajtheJino
I'm looking at you.
Ah. Then your explanation makes sense.
Ian_J
Hubschrauber Flieger
Lulu is a self-publishing company. They're legit.
And Amazon (or their resellers) pricing can be very weird. There's a used copy of my wife's book on Amazon for $153.80 plus shipping!
MNFlyboy
Well-Known Member
Ok, so I have a fair amount of time in a Caravan. Let me run this by y'all SE T-Prop drivers. I've never needed to come down in Beta or worse. Idle at a low idle condition and full prop makes for a quick descent. I suppose if one were to go into Beta, you would get a flatter pitch on the blade, but if the blade flattens out, wouldn't the prop over speed at idle and the overspeed governor would kick in? I don't think the prop would do anything at this point. The primary governor would have already adjusted the prop angle to maintain max rpm's. Putting the power lever into Beta lowers the low pitch stop. Now, lets say in the Caravan you get below 140kts and the prop rpm's start falling with the power at idle, you're on the low pitch stop. So if you went into Beta, the pitch would flatten, rpm's would increase again, I think. If the overspeed governor increases the pitch to slow rpm's and goes to an underspeed condition, but then as it sped back up again because you've got it in Beta, your prop would start going ape-• on two different governors. Going into Reverse at altitude just seems nonsensical. You're telling me that you fly the airplane and put it into a position where you have to use Beta or Reverse to get down, I think there's something else that you could be doing.
