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Airplane Flying Handbook
Turbo-propeller Powered Airplanes
OPERATIONAL CONSIDERATIONS

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Airplane Flying Handbook

Preface

Table of Contents

Chapter 1,Introduction to Flight Training
Chapter 2,Ground Operations
Chapter 3,Basic Flight Maneuvers
Chapter 4, Slow Flight, Stalls, and Spins
Chapter 5, Takeoff and Departure Climbs
Chapter 6, Ground Reference Maneuvers
Chapter 7, Airport Traffic Patterns
Chapter 8, Approaches and Landings
Chapter 9, Performance Maneuvers
Chapter 10, Night Operations
Chapter 11,Transition to Complex Airplanes
Chapter 12, Transition to Multiengine Airplanes
Chapter 13,Transition to Tailwheel Airplanes
Chapter 14, Transition to Turbo-propeller Powered Airplanes
Chapter 15,Transition to Jet Powered Airplanes
Chapter 16,Emergency Procedures

Glossary

Index

Takeoffs in turboprop airplanes are not made by
automatically pushing the power lever full forward to
the stops. Depending on conditions, takeoff power may
be limited by either torque or by engine temperature.
Normally, the power lever position on takeoff will be
somewhat aft of full forward.

Takeoff and departure in a turboprop airplane
(especially a twin-engine cabin-class airplane) should
be accomplished in accordance with a standard takeoff
and departure "profile" developed for the particular
make and model. [Figure 14-11] The takeoff and
departure profile should be in accordance with the
airplane manufacturer's recommended procedures as
outlined in the FAA-approved Airplane Flight Manual
and/or the Pilot's Operating Handbook (AFM/POH).
The increased complexity of turboprop airplanes
makes the standardization of procedures a necessity
for safe and efficient operation. The transitioning pilot
should review the profile procedures before each
takeoff to form a mental picture of the takeoff and
departure process.

For any given high horsepower operation, the pilot can
expect that the engine temperature will climb as
altitude increases at a constant power. On a warm or
hot day, maximum temperature limits may be reached
at a rather low altitude, making it impossible to
maintain high horsepower to higher altitudes. Also, the
engine's compressor section has to work harder with
decreased air density. Power capability is reduced by
high-density altitude and power use may have to be
modulated to keep engine temperature within limits.

In a turboprop airplane, the pilot can close the
throttles(s) at any time without concern for cooling the
engine too rapidly. Consequently, rapid descents with
the propellers in low pitch can be dramatically steep.
Like takeoffs and departures, approach and landing
should be accomplished in accordance with a standard
approach and landing profile. [Figure 14-12]

A stabilized approach is an essential part of the
approach and landing process. In a stabilized approach,
the airplane, depending on design and type, is placed
in a stabilized descent on a glidepath ranging from 2.5
to 3.5°. The speed is stabilized at some reference from
the AFM/POH—usually 1.25 to 1.30 times the stall
speed in approach configuration. The descent rate is
stabilized from 500 feet per minute to 700 feet per
minute until the landing flare.

Example—typical turboprop airplane arrival and landing profile.
Figure 14-12. Example—typical turboprop airplane arrival and landing profile.

 

14-11