Turbine transition help.

[ClipperPilot]

Soon i will be making the transition to flying a C208 caravan. I was wondering where i could go on the web or what study materials i could use to make things a little more familiar to me. I have no turbine experience whatsoever, anything can help. Thanks.

 

[EatSleepFly]

The Turbine Pilot's Flight Manual helped me a lot. Its pretty basic, and perhaps a little lacking in some areas, works well for the initial transition.

 

[Bandit_Driver]

Clipper Pilot:

Check out this web site it will give basics about the PT6.
http://www.pwc.ca/en/3_0/3_0_2/3_0_2_1_1.asp

I have never flown the C-208 but I have friends who have and they all say it flies like a big 172. I do have thousands of hours flying the EMB-110 which uses the PT6-34 750 ESHP
engine this enigne has about 100-150 more SHP than the Caravan's PT6-114 engine.. Feel free to PM with any questions.

You will find the engine to be relatively straight forward in its design and operation. Jet engines in general are much easier to manage than piston engines. One big thing is that there is no fear of shock cooling an engine so you can "chop and drop"

The PT6 is a very very reliable engine. I flew it for over over
2 1/2 years (2500+ horus) without any problems.

 

[flyover]

Just remember too pull the carb heat before you reduce power on downwind and you'll be alright.

 

[agcatman]

[ QUOTE ]
Just remember too pull the carb heat before you reduce power on downwind and you'll be alright.

[/ QUOTE ]

Yep. And don't forget, sometimes on a cold wet morning they'll miss until the mags dry out.

 

[RiddlePilot]

You're one lucky PP-ASEL if you're getting 208 time.

 

[Luftpost]

I agree with EatSleepFly. The Turbine Pilots Handbook is a great "introduction" for those transitioning from piston to turbine. This book covers most systems and includes a cd in the back for animation. I read the entire book from cover to cover before I went to school. This helped imensly.

Here is a Turbine site that gives a little insight.

Have fun!

*****Link won't work. Just type in "How turbine engines work".

 

[Tired]

Turbine handbook is overkill for a Carvan.

PT6 is easier to manage then a piston engine, and the systems are quite like any other Cessna single.

 

[ClipperPilot]

I guess we hear this every where we go, but, Connections connections connections! Honestly, i got really lucky. I'll be getting my high performance in that aircraft and then i'll log it PIC. Most of the flying is XC too! ill let everyone know how well it goes.

 

[NC_BE300]

Just watch your ITT temps and %limits, along with the other engine gauges. When I'm flying the King Air that is one of the key elements, take care of the engine and it will take care of you. At least most of the time. Have an idea of what the limits are in a particular phase of flight. Example: Starting Temp limits for such amount of time.

 

[phrog_driver]

Any help going from turbine to recip? Being military, I've always flown turbines. On my first flight twd my multi-comm, I felt like an ass-clown on start and fooling with manifold pressure, mixture, and all the rest!

 

[mtsu_av8er]

[ QUOTE ]
. . .I felt like an ass-clown . . .

[/ QUOTE ]

I couldn't stop laughing when I read that!!! I love it, though - trying to figure out what an ass-clown looks like!!!!

Good one!!

 

[NC_BE300]

[ QUOTE ]
Any help going from turbine to recip? Being military, I've always flown turbines. On my first flight twd my multi-comm, I felt like an ass-clown on start and fooling with manifold pressure, mixture, and all the rest!


[/ QUOTE ]

Some airplanes are pretty touchy when it comes to the manifold pressure and rpm tweaking. They require alot more attention and adjusting. What worked a little while ago changes quickly even when you think it was set right the 1st time, plus you back to the manual sync'ing of the props. It makes me wish I could borrow the prop sync from the king air many times. I would say just keep looking over the gauges and make sure everything is indicating what it should be. (Both in terms of getting performance and limits).

One more closing though, some airplanes allow you to "over square the power setting". What I mean my that is you can sometimes have the throttle levers up higher than the prop levers. In some airplanes, thats a no-no. This is the case in the Piper Seminole. You can have the throttles up higher than the prop levers and get a higher manifold pressure reading for a specific RPM. For example- cruise 2200 RPM, 25"MP.
instead of a manifold pressure less than the RPM value.
Another example of the squared would be 25"MP 2500RPM, hence 25 squared.