BIG Differences Flying a Turboprop vs. Piston Aircraft 

they truly do sound amazing, especially the few military turboprops from the 1950s, if you wanna hear it there's a youtube video "Westland Wyvern on deck HMS Illustrious" with a flyby like 50 seconds in, it's 1950s audio quality but still really cool

😂😂🤣😅 yes. Genuine enthusiasm is an awesome thing, truly. Plus the information was well presented and explained.

I fly a 737 and it’s really annoying when controllers *dont* call us to line up and wait or depart. Because I assume if they don’t call me , there is some issue ATC/traffic etc that I don’t know about.

@@Micg51 I agree. I now fly a Sovereign. Many times (especially at smaller airports) you have to call the controller and tell him you’re ready. It’s a new and younger crowd now and the training is not the same when I got hired after the Patco strike in ‘81.

I agree 100% with this. The only exception in my experience is where I'm currently stationed. The company ramp is literally right next to the taxiway and runway so we're still running our taxi/before takeoff checklists by the time we reach the hold short line. If we use the opposite runway we're ready way before we get there and we'll call up tower while we're still rolling towards the line so we don't have to stop.

Thank you! Really nice of you to say. I'm glad you enjoyed it!

Ex Navy AC here. The warthog is my favorite plane. I never knew about flameout issues but it makes sense.

Thank you for your service.

@@jimclemmer1223 Thank you for your comment.

Awesome! Thanks so much. I appreciate that.

I agree with @gveduccio I have flown a Caravan for nearly twenty years and am keeping this video flagged to share widely.

ITT is the "please don't melt the turbine blades" meter. Turbines are a dynamic system that require air flow in order to work. So the turbine needs to be turning with continual flowing air in order to operate at all. The starter gets the engine turning enough to sustain a flowing combustion-- fresh air is being drawn through the intake stage blades faster than a combustion front would travel. At this point you can start burning fuel, and the combusted hot gases are pushed out the exhaust via inertia. This initially produces a relatively small amount of torque as the expanding gas flow pushes against the turbine blades... and a LARGE amount of heat. A cold turbine will absorb some of this heat, but the only thing removing the heat is the air continuously flowing through the engine. The initial torque makes the turbine's inlet blades start to spin faster, which in turn reinforces the continuous air flow and increases its volume. More air volume means more oxygen and cooling. More oxygen and a safe temperature allows the controller to increase fuel flow, which reinforces the loop. At this point a little bit of extra fuel increases air flow a lot. If everything goes well eventually the controller stops increasing fuel flow, and the engine reaches an equilibrium at low idle. The ITT at idle will generally be pretty close to the operating minimum. At this point the ratio of cooling air to heat produced is very high, and we can relax a bit. If anything disrupts this feedback loop during startup, often the first indication is a rising ITT. Maybe damaged intake blades aren't pulling in air as efficiently as expected, or there's resistance in the turbine bearings, or the fuel injection system isn't spraying a nice mist that burns quickly. This needs to be managed immediately. At best the turbine blades get a bit too hot and need early inspection for cracks or warping. In the worst case a disrupted airflow can result in an uncontrolled fire. Before and during startup, ITT helps you understand whether you'll be able to safely start the engine without setting it on fire or otherwise damaging it. After shutting down on the ground, the engine often needs to cool down a bit before restarting it. A higher initial ITT (heat soaked turbine) means less margin for error on startup. If it's close enough to limits you can play tricks with running the starter a bit to push cooling air through before introducing fuel, but sometimes you just need to wait. In normal flight regimes, ITT is similar to CHT on a piston engine. Higher airflow volume (airspeed) and cooler ambient air will generally make ITT go down. Requesting more thrust via the power lever generally makes ITT go up. So if your ITT is too high in level flight or a climb, you're pushing the engine beyond its design limits and should reduce power. If it's abnormally high in a normal descent, this may indicate an engine fire and you should probably cut fuel.

Fantastic description. Thanks for adding to the discussion here.

Yeah, love watching the Dash-8's landing and going into reverse or beta.

For the PT6A engines with the hydro-mechanical fuel controls, as in the Kodiak, The power lever (PLA) requests (sets) an NG. The FCU is really an NG governor, providing fuel to get to the NG requested by the power lever position. The power achieved at a particular NG is a function of OAT (or more correctly, T1 - temperature at the inlet screen), altitude, bypass door position and engine accessory loading (and engine wear). The maximum power in reverse is limited by either the maximum reverse NG set on the Fuel Control, or maximum reverse Prop speed - whichever is reached first. The condition lever position does not affect the maximum reverse NG which can be reached - but this CAN BE limited by the maximum reverse prop speed setting (nominally 96% max NP). If maximum reverse NP is reached, Py bleed occurs at the prop governor, to limit the fuel flow from the FCU (and hence keep NP from increasing further). Note that the Fuel Control and Prop Governor are not isochronous (constant speed) governors - they are droop governors, which can be noted (especially for NG) as loads are applied to the engine (cabin air conditioning and accessories etc.). All good stuff, really. Great engines, too!

By the way - the original post was really good - I've just added details of the FCU and CSU (prop governor) operation).

Interesting. For Twin Otter, even the -400, after start checks are pretty quick, similar to this video. Starter switch is spring-loaded, so you have to hold it, and just release when you get to 50-ish or stabilized Ng. No high or low idle, fuel is either off or on. ITT (T5) limit for fuel intro is 150C, which is only an issue after a short shutdown. Boost pumps on before start, off after shutdown below 5% Ng. At our company, overspeed is daily but autofeather is once a week, so we'll need a minute at the hold point before the first takeoff, otherwise we're ready upon reaching. That's about it. Twin Otter is about as simple as it gets.

@@janhawranke8064 great detail!

@@jemez_mtn I'm definitely learning that PT6s have a very wide array of automation and simplicity/complexity. Thanks for the info on the Twin Otter!

I started in a sim and just got my license 2 weeks ago. Hope you take an intro flight sometime, may change your life!!!

This is also why I find this video very informative!

“I only play call of duty but watching this Iraq war footage really helped my K/D… Thanks!”

Thank you! I spend a lot of time behind the scenes trying to work and rework the way I say things to make it as simple as I can, so I appreciate that.

Thank you! Glad you enjoy the channel and content!

Thanks for your kind words and I'm glad you found it so helpful! A lot of work went into this video so I'm glad you like how it turned out!

Thank you! This video took a long time to make so I'm glad you found it helpful and I appreciate you going out of your way to say so.

Awesome - glad it helped!

Thanks so much, glad you enjoy them!

Thank you!

Awesome, I'm glad you found it so helpful! Thanks for sharing

Awesome! Thank you!

Thank you, glad you found it helpful!

Awesome! I'm glad it helped!

Thank you! A lot of work went into this so I appreciate you mentioning it and I'm glad it was helpful!

Thank you, glad you enjoyed!

Thanks so much, welcome to the channel!

Thank you!

Thank you!

Thank you, glad you enjoy!

thank you!

Thank you, glad you enjoy them!

thank you!

Thank you, glad you enjoyed!

Thank you! It took a long time to make this video so I'm glad you enjoyed it!

Thanks so much, glad you enjoyed the video!

You might also consider becoming a flight paramedic. The you can be around airplanes and get paid.

First off, THANK YOU for your service as a paramedic! You guys are heroes. Secondly, I'm glad it was so encouraging to you. It's a lot of work becoming a pilot but as you know from becoming a paramedic, with hard work and consistency it's definitely doable!

Thanks so much! Haha yeah I liked that blooper... my wife was giving me the most confused face. Glad you found it helpful!

@@AirplaneAcademy I get a lot of those looks from my wife too.

Haha, thanks so much!

Which did you prefer, the PC12 or TBM? The PC12 is a bit slower than the TBM but other than that, it seems to beat it in every other category - it can land in some awesome spots and has amazing interior space. Both those planes look so awesome, that's badass you had the opportunity to fly both of them. Curious to hear which one you like more, if you happen to see my message here.

Awesome, welcome to the channel! Excited you are here!

Awesome, welcome to the channel! Glad to have you!

Thank you! Congrats on your CFI role, that's awesome.

Thank you! Nice of you

Thank you! I don't have my ATP. Currently my CSEL, CMEL, SES, IR, and tailwheel. Hope to get my CFI/I in the next 12 months.

Many turbine aircraft do! For example in the PC12, the older models have a mechanical torque limiter (which works most of the time), and the newest NGX has a full FADEC auto fueling and torque control. Even the start is automated.

@@GregoryEvansRacing yeah I know some have it, but this is a pretty new airplane, so weird it's not the norm.

@@topgunm it's probably just certification and manufacturers not willing to go through the process to add those features. There are some benefits to simplicity too.

Yes there is! I didn't mention in this video because it felt like I might be getting too far into the weeds but I kinda wish I would have because it's a neat feature. The Kodiak has an inertial separator and thankfully it's just a switch (like you're turning on a light or something), versus a manual rod you have to push and pull in the Caravan.

@@AirplaneAcademy Awesome! Thank you

The props on a turboprop will go to feather when the oil pressure disappears and the spring in the prop hub will set the feather condition. When starting a PT6, even with the prop levers full forward, it takes a while for the oil to develop enough pressure to unfeather the prop. And actually, many PT6 aircraft will fully feather the props when sitting stationary while running - King Airs do this all the time. It's completely fine for a turbine to have the props completely feather while idling indefinitely, as long as ITT stays within limits.

@@GregoryEvansRacing Thanks, that makes perfect sense now

Shoot I forgot to include that, sorry. It's there now but also here: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE--Ba_IpCyKIw.html

@@AirplaneAcademy Thank you!