Відео

All animations in the video were made by me. They are only available through the video on UA-cam.

You know more than I do. It has been 7 years since I flew the beaver. But I think it was equipped with an oil dilution. We just never used it. Not cold enough. Thanks for your post!

hehehehehe

How do you get it going?

@@christianbeyrend5209 you can't be this oblivious...

I do not pretend to be an expert. I learned only one way. And I would love to know how others do it. The 2 things I know are, the guy who teached me to fly this air plane, flew it for 35 years, and the second, this technic work. Again, I am open and would love to see how others do.

You are right. The music is a little too loud. Unfortunately, I can not remove the music has it is part of the video. But I noted your request, and for the new one, I will make sure if I put music, to keep it down. Thank you for your feedback!🙂

Great question, the safety latch, is by the captain seat on the floor. If you face the cockpit, on the right you will have the gear handle, by the F/O, lower you will have the hand pump, on the floor, and on the opposite side on the floor by the captain seat the safety latch.

For the landing gear, I am sorry I am not sure if I understand the question. The main idea of the gear is to stay locked down. The gear expands to an over center position. (Between the top part and the bottom where the tire is attached to) So more you put weights on the wheel, ore the gear lock into position. The actuator is here to make sure the gear stays in this over center position. I am re-watching the video, and it seems I forgot to talk about the over center. Also the safety latch prevent the gear to go up in the event of a lost of hydraulic pressure. The safety latch is connected to the landing gear handle but also to a latch situated in the gear cell.

It is very hard to see anything close to the nose. You can not even see the fuel truck park on the front of the plane. Everything on the F/O side, you can see almost nothing. The DC-3 is a little bit better compared with the Basler.

@christianbeyrend5209 see, exactly, I watch them taxiing on the apron and I'm worried they'll just drive over something or into something.

It is lot of anticipation, with an F/O who is alert. But it take also a good awareness, of your aircraft. The tail swing pretty far behind, and if you are not careful, you can pass over a light easy.

Thank you

Sorry, I'm not sure what you mean by "pats"

@@christianbeyrend5209 sorry, "parts" auto-incorrect strikes again...

Do you mean aircraft parts? I do not really know. For the engine, my understanding, is lost of WWII tanks was using P&W 1250 hp, and a lot of engines never used are still available. For the other parts, the Dc-3 and the c-47 was the most built aircraft. There are a lot of abandoned dc-3 all over the world. Even Basler buy every years dc-3's to convert it to turbo dc-3.

I can sent you pictures of the levers, if you want

I can send you a picture if you want

If you have anything in mind, let me know.

Thank you!!

Right now, I am working on the DC-3 and turbo DC-3 systems. Afterward, I am planning to make a video about the propeller system. If there is something specific you are looking for, let me know. But be aware that each video takes me a minimum of 1 month to make it. So it can be a while before I release it. Thank you for your support.

Thank you!!

Glad it was helpful!

The PT-6 is a reverse flow. The air is taking from the back, and process toward the front. The front I guess can depend how the engine is positioned on the aircraft. I believe 99.9% of the aircraft, as the prop toward the front of the aircraft, making the reduction gear, the front and the accessory the back. :) Technically something who is mounted backward, is something who is not mounted properly.

Sorry for the late responce. The engine start limitation, you will found that in the aircraft manual. AFM or POH. You also should found that I the company SOP. The 40 and 30, can change from on pt-6 to an other. Make sure you go with the limitation of your pt-6 and not the one I am using for example. 😉

I know I had few people complaining about it. Nothing I can to this video. But I am planning in the future to remake the video.

English is my second language, and I made this video long time ago. I agree with you, robotic voice is not that good. But trust me, when I made this video with the accent I had at that time, you are better off this way. Lol I am planing to make more videos on AC systems. I will do the comments myself. Thank you for watching!

I agree, the music could little be less overtaking. It is not always easy to found a music with no copy right. Thanks for you feed back!

I know, I am sorry the reason is the robotic voice is way better than my voice, When I made the video, my English and mostly my accent was terrible.

Sorry for the late response. The condition levers, is like a valve you open and close. but this valve has 3 setting, close, low idle, and high idle, the power lever also control the amount of fuel, so you can also set up a high idle with the power lever, but it is not called the same. The fuel system is complicated, I still today don't fully understand everything.

I can explain to you how to start a turbine engine if you wish, a fly 737’s but i am typed on several jets - no turboprops but I understand how they work

Diego Beatrice that will be great. I only have a PPL. But used to do medevac as the province I used to work ( in South Africa) had 1 Pilatus PC12. Used to sit on the right seat as my friend was the pilot. The starting procedure always fascinated me. That’s why I just want to understand it better. Tks

Alex Wonner hi alex as i told you i have never flown a turboprop but i am very familiar with how a turbine engine works. So there are a couple of things you have to take into consideration when starting any turbine engine: how a turbine engine works and this its basic sections and the thermal load the engine can bear. A turbine engine is basically an internal combustion engine that transforms the chemical energy stored in the fuel in thermal energy as the fuel air mixture is ignited, and then in pressure energy as it is allowed to expand within the combustion chamber and finally in work/mechanical energy as the thermal and the pressure energy are used to drive the turbines and the associated compressors, including the prop via the reduction gear box in case of a turboprop. A turboprop is basically a turbine engine where the work from the turbine engine is used to drive a propeller. The main sections of the turbine engine are the intake at the front of the engine and designed to supply the engine with an adequate amount of air throughout the envelope and preventing any loss of energy die to any disturbances in the airflow; a compressor section - the air discharged from the intake enters the compressor section where it is compressed increasing the potential energy made available to the combustion process, bear in mind that the more air you have the more fuel you can add to it while maintaining the stoichiometric ratio, the greater the chemical energy you can turn into thermal energy, pressure energy and ultimately work!, there are two types of compressors - axial and centrifugal - driven by a coaxial turbine mounted on the same shaft; a combustion chamber where the air discharged from the compressor is fed into, mixed with the fuel metered by the so called metering section of the HMU or Hydro Mechanical Unit basically consisting of a mechanical computer based on a number of inputs including power lever, prop lever and condition lever settings, environmental conditions and bleed air load; as the fuel air mixture is ignited by a left and a right igniters - the equivalent of the spark plugs in your car - it generates a stream of hot gases blasting towards the rear of the engine driving as they go through the turbine section, the turbine driving the associated compressor including the turbine driving the prop through its own turbine, before being exhaust overboard generating additional thrust.

Alex Wonner now the second part dealing with the actual start. Generally speaking you have to crank the engine up to the point where you have enough air to support the combustion at the stoichiometric ratio - ratio of air to fuel - and that is done by a starter mechanically connected to the compressor via a clutch and an accessory gear box or AGB - in the case of a turboprop the starter is electrical and normally it serves both as a starter when supplied with electrical power and as generator when driven by the engine via the AGB. You also have an ignition system providing the spark that fires the fuel air mixture in the combustion chamber and consisting of a so called exciter box - a device capable of converting an inout from the aircraft electrical system in a much higher output - in the 15000 to 20000 volts range - discharged via high voltage leads to the igniter. When u hit the starter switch you energize the starter cranking the engine up as indicated by an increase in your gauge showing you the compressor speed - N2 in the 737, Nh/Nl in a turboprop - until the compressor reaches a minimum value depending on the airplane where there is enough air to support the combustion at the stoichiometric ratio. As the compressor attains this value by moving the condition lever from SHUT OFF to FUEL ON, or START, or FTR depending on the design of the airplane, you introduce the fuel as reflected by an increase in ITT or EGT - your engine temperature gauge, depending at which station the temperature is measured -, as the fuek air mixture is ignited it expands, generating a stream of hot gases going to the rear of the engine driving the turbine/compressor assembly as it goes through the turbine section and then it is expelled overboard. Once the engine reaches a preset value where it becomes self sustaining- the different events of the cycle - intake, compression, ignition, expansion and exhaust take place in a continuous fashion unlike in a reciprocating engine where they occur in the combustion chamber! - and the starter is disengaged either manually reposition the switch back to off or automatically- the switch springs back by itself

Alex Wonner second part of the start up procedure. When starting the engine you have to keep an eye on a few things that might go wrong. 1 compressor is not spooling up due to a starter shaft failure - in this case you do not introduce the fuel. 2 a wet start - ITT is not increasing within the time indicated in the manual once you introduce the fuel due to a failure of the ignition system, abort the start by returning the lever to CUT OFF and motor the engine for the time shown in the QRH or Quick Reference Handbook; 3 hot start - the ITT is approaching and/or exceeding the max temperature for starting due to sluggish acceleration cos the starter motor is not able to turn the compressor at a sufficient pace due to a low electrical power input like low battery or of you introduce the fuel below the recommended compressor speed or if the HMU malfunctions, abort the start closing the fuel and motoring the engine 4 hung start the engine fails to accelerate to the self sustaining value due to failure of HMU, abort the start cutting off the fuel and motor the engine; 5 oil pressure fail to rise within the time limit in the Afm or as the engine becomes stabilize - the engine can overheat as oil pressure is used to cool the bearings, abort the start closing the fuel and motor the engine. Besides when u hit the starter switch you must start timing as you have a time limit on the starter specified in the AFM limitation section, also take note of the time when u introduce the fuel to ensure you start counting from there for the dry motoring in case you have to abort. Hope it helps, if u have additional questions do not hesitate to ask

to comical and it got the explanation erroneously presented, example, the transmission not on the front of the engine, is on the back, because the engine is installed backwards. saludos