It's also a ferocious sounding plane. That prop tone you hear at 2:10 is often the loudest sound at the airport if it isn't a military base. I call King Airs the Dodge Hellcats of General Aviation. Because they sound mean as can be, they sound powerful, and they are a joy to listen to. (Even a bit humbling when you're right up next to one while its running) Even if you need hearing protection within 700 feet of them 😅
As someone that’s worked on these things & hates them with a burning passion I just wanna say that I appreciate people like you who love them. They do look good though. 😂
Either thats a brand new aircraft, or someone has been taking very very good care of the control panels. Not a scratch on them, they all look brand spanking new
Brilliant video, simple to understand, amazing to see the feathering mechanics at work and whilst for many this might seem banal, I found it fascinating.. Well done lad for a super piece of footage and delivery.
0:55 I love that sound when a king air starts! I've gotten to work on some king airs in the hangar I work at, while they're a little difficult as far as their engineering goes, they are a joy to look at, and a joy to be around. King Air is easily one of the best planes ever built.
I don't fly so this means nothing to me but it came up in my feed so YT felt I needed to see this. Was not disappointed. My inner geek has been satisfied.
Thanks, believe it or not I've always wondered what the change in engine noise was on start-up. Now I know it's the revs changing as the governor takes over.
This guy is a legend. He says Governor like a proper champ, and he sets the prop rpms to 420 in the video and doesn't even make a joke about it, but pauses a bit when saying it and hurries over it.
This is one of the best videos that explains and shows how the props change pitch and I too love that turbine sound. The KingAir is a beautiful aircraft.
I remember on the 99's every winter rigging the reverse torque and every spring rigging them back. This was in northern Ontario where winter daytime temperatures could be below -30c.
Reading about this in theory makes me scratch my head wondering what the heck are they talking about. Thanks to your video I can finally visualize it properly.
Interesting! I used to fly my multiengine schoolflights at c90. Nice plane and plenty of power. You have even glass cocpit! We had steam gauges all over 😄
@@Mode_Sierra Thanks Johan - I agree. Fusion is much more modern from a design perspective, but from a pilot's perspective (and the KingAir is the ultimate "pilot's flight deck") ProLine 21 is atleast its equal, and in my opinion easier to use.
Hi there, the purpose of the electric boost bumps is to prevent cavitation of the engine driven fuel pumps. Cavitation (destructive) happens when there is back pressure in the fuel flow and “bubbles” that vaporise form in the fuel pump. Cavitation can destroy your engine driven fuel pump over time. And no engine driven fuel pump means “bye bye engine”. The electric boost pump operates at a much lower pressure than the engine driven fuel pump and can’t support the required fuel pressure for the engine. It only serves to protect the engine driven pumps from cavitation damage. Above 10% The electric boost pumps still do their “job” of preventing cavitation. Once below 10% the risk of cavitation ceases and the boost pumps can be turned off. Hope that explains it ok.
That was really interesting to watch without engine cover. One question, which may appear really minimal, but when you toggle some switches you use a thumb and forefinger movement as if "pulling" the switch. Is this a mechanism in the switch requiring to pull it out, or is just best practice so you know you've completed it?
That’s a good observation. Yes, your assumption is correct. Some switches on the panel are of the type that requires you to pull the switch before moving it. This is to avoid unintentional or accidental switching.
I agree with Johan, that was a really good observation. I tried to find a diagram of one, but couldn't. Essentially some of the King Air switches have a tooth that you have to pull the spring-loaded sleeve on the switch back over the tooth to shut it off. That is so they aren't inadvertently turned off in flight. If I find a diagram I'll come back and post it.
@@Mode_Sierra I noticed that too. I thought with that panel down by your left hand side you could wreak havoc with just the brush of an arm. Now I know why you don’t. Thanks very much 👍🏻👍🏻
0:44 Is that elbow pipe the intake or the exhaust of the turbine? The metal looks discoloured from heat, so maybe the exhaust? But that would mean the engines are put on backwards, no?
Very interesting indeed ! Thanks for this demonstration. I am not used to turboprops, flying only small piston engines. What about the fuel consumption during feathering ? Does it increase because of the higher resistance of the prop ?
It’s neglible. Remember that the engine is never working any harder throughout the process. The “Power Levers” are never touched during the demonstration… it’s idle power throughout.
@@Mode_Sierra not in the turbine it’s not. Turbine spins much faster than the prop. It’s a 15:1 reduction so that’s 15000rpm down to 6000. Lots of intertia involved
You can see the force on the torque meter. It’s basically just measuring oil pressure as compressed by piston connected to one of the ring gears in the RGB. Feather it at close to max torque. Yeah, you’re going to overtorque it and damage the RGB and other things. Feather it at idle? Hardly noticeable.
Fine: pushes little air per revolution, results in higher RPM and less torque, keeping power reserves for go-around etc. Coarse: pushes more air per revolution, lower RPM, higher torque. Too much torque will damage the engine. Feather: pushes little to no air, reduces drag and allows for better glide performance in case of engine failure
@@matthiaspatzelt3085 wait, i thought coarse is feather in props ?! because the angle of blades in feathering and in coarse results in little to no RPM
Does running in the feathered position make the power turbines run hotter ? Going from fine to featherd lost you something like 65% prop RPM. Are there any drawbacks to that kind of speed loss ? Great video by the way!!
In my experience the turbines might run slightly hotter but totally negligible. To me, the benefits of starting with the props feathered outweigh the disadvantages. Things like: Quieter, friendlier to ramp personnel, if there is snow/ice etc… inadvertent taxying if the parking brake loses pressure etc.
@@Mode_Sierra hey mate. Super interesting. Not a pilot but fascinated by these machines. I do volunteer ambulance work in a remote community in Western Australia. We transfer patients to the local airport and its most often a PC12 that picks them up. Spool up time is so fast on these things. I fly RC jets and our miniature turbines take longer to start than a pt6.
Hey, what do you use what prop setting for? Heard it’s like shifting gears(?) do you use the low angle of attack of the prop-blades for acceleration then and the high angle of attack once you’re in a faster cruise flight, like an overdrive gear? I’d love to hear from you, since I’ve never operated any plane that used an adjustable prop! 😄
Fine pitch on the blades to achieve a higher RPM to increase climb performance at lower altitudes where the air is more dense. Once the aircraft is level at altitude feathering the props allows the blades to more effectively "bite" in to the less dense air increasing engine efficiency.
In essence, regarding prop lever settings, the only pilot action during a “normal” flight in this type of aircraft is as follows: -Props full forward (fine pitch) for taxi and Take Off. See Note 1 below. -Adjust the props to “Maximum Continuous RPM, or Climb RPM shortly after take off. See Note 2 below. -Reduce Prop RPM for the cruise. See Note 3 Below -During the approach phase adjust your props back full forward for the landing (reverse thrust) or for the anticipated “go around”. See Note 4 Below. That’s it. The rest of the time, the governor works to achieve the RPM that the pilot has “asked for”/selected. So when there is excess power, it simply reduces the pitch of the blades to take a bigger “bite” of the air. Notes. Note 1: The props won’t achieve the High RPM you require, until you apply sufficient power using the power (thrust) levers to turn them fast enough. Once you have enough (and excessive) power, the governor will continuously adjust the propeller pitch to maintain the RPM you requested. Note 2: In the C90GTX, the difference between Maximum RPM (time limited) and Maximum Continuous RPM is very small. Just a fine tickle back of the prop levers. If the props are rigged correctly, this is a change of 1,926 RPM to 1,900 RPM. In other King Air models, the difference between Max RPM and Max Continuous is more of an adjustment. (300-400 RPM in the in the models I’ve flown) Note 3: Refer to the Cruise Tables in your Pilot Operating Handbook. In this particular model, you can leave the props at 1,900. We do however tend to adjust them to 1,800 for longer cruises, because it changes the “tone” of the props to a more comfortable one for passenger comfort. Note 4: Pilot technique differs here, based on the types of props you have fitted, runway available and passenger comfort. In the C90GTX, I always adjust the Props to full forward in the final approach phases of a flight. That way, the “Reverse Thrust” is ready on the ground and I simply have to put the power levers in reverse. Same with a go-around... it leaves me less things to do. In the B200 or other models of the 90 that I’ve flown, you could be adjusting the props from 1,600 to 2,200 RPM ready for the reverse or go around. This can have quite a noise increase for passengers. So, many pilot choose to leave the props where they are until after touchdown, when they will then whack prop levers full forward before applying reverse thrust. This of course, is runway length and other conditions permitting. I know this is a long reply, so I’m going to add it to the description of the video. Hope it helps.
@@Mode_Sierra Man, this helped for sure! I really appreciate your effort to response so detailed! I’m not very experienced yet, mostly flew sailplanes and once in a while single engine piston‘s with non-adjustable props. There’s always something new to learn every day. It seems a little complex, looking for the prop setting as well, but I’m pretty sure once you get used to it it won’t be a problem at all. Thanks again for the long reply, I really enjoyed reading this and it helped me a lot! :)
Does the red morse cable on the port engine shown.. have too much kink behind the casing mount.. causing a cable core fray to failure point.. ???????? it might be interesting to cut the ends off a used cable and extract the cable core to check for hard spots from excessive flexing. then unwind the core strand by strand. in that area..
In my learning thus far (and thankfully not experience)... it is becoming clear that the main cause of a “hot start” is a weak battery. So the most fundamental way of avoiding a hot start is: 1. Ensure your battery is in good condition and sufficiently charged. 2. Turn off all electrics that could be draining the battery. In my experience the main drains of battery power that can be left on unintentionally is the “Cabin Temp Mode” switch, and window heat switches. So in a nutshell, check that your battery is charged, and make sure you’re giving it the best chance to turn the turbine when starting the engine. I also keep a keen eye on my “fuel flow” gauge once I have advanced the fuel condition levers. An abnormal (higher than normal) fuel flow could be your first indication of a potential hot start, even before ITT starts rising fast.
Additionally, when possible face the plane into the wind and consider delaying the introduction of fuel until a few seconds after rpm and temperature criteria for fuel introduction have been met. Consider even waiting long enough for the RPM to top out on the starter before light-off.
@@aerofreak2053 Yes. Especially when doing a quick turnaround. Many pilots rush after the “minimum RPM”. When doing a quick turnaround intend to run the starter an extra 10 seconds or so and watch the ITT drop before introducing fuel.
Wouldn't it be fascinating to be able to see through the whole of the engine as if it were glass and be able to observe all of the internal workings. CGI animations can provide this but they're not the "real deal", maybe in the future a material will be designed that would allow this.
i jump in my ford ranger and push a button, but in comparison to flicking switches in order, checking volts on a roof mounted device and hearing that turbine whine? ford missed an opportunity.
It is off :) On the ground it needs to be specifically switched on (as opposed to left on). If you have the radar on before landing, it switches to standby automatically after landing.
@@Mode_Sierra I'm a true fan! loved helis since age 3. This is the first video I've found that answers all my questions in full, i'll be sure to check out your others ;)
Cool! But the master switch looks as if it could be easily knocked down by accident or is there any safety lock? I guess it's not a pleasure to accidently hit that flap when you are in mid air 😅
Question: How short can a King Air takes off let's say at an airfield with 25 feet MSL elevation and an OAT of 30°C, wind calm? And can it takeoff from a grass runway?
Without getting the POH out, I can tell you that I have many times taken the C90GTX into and out of a grass airfield that is 800 meters long. Max 4 occupants and 1,400lbs of fuel. That’s just over two hours endurance.
See earlier response to the same question. It’s a free turbine engine, no mechanical linkage between the propeller and the engine. No wear. Engine doesn’t work any harder.
Thank you for showing the prop mechanism, never actually saw it in action during eight years of aviation! Gotta love pilots thinking of the community while doing those kind of tests :-) Got a question for you: Why do the boost pumps need to be on during shutdown or a least until N1 being below 10 percent? The condition levers are already in the cutoff position, why worry about boost pumps and N1?
You are welcome! Glad you liked it. Someone else asked the same question, so I’ve copied the answer. Let me know if it explains it ok. The purpose of the electric boost bumps is to prevent cavitation of the engine driven fuel pumps. Cavitation (destructive) happens when there is back pressure in the fuel flow and “bubbles” that vaporise form in the fuel pump. Cavitation can destroy your engine driven fuel pump over time. And no engine driven fuel pump means “bye bye engine”. The electric boost pump operates at a much lower pressure than the engine driven fuel pump and can’t support the required fuel pressure for the engine. It only serves to protect the engine driven pumps from cavitation damage. Above 10% The electric boost pumps still do their “job” of preventing cavitation. Once below 10% the risk of cavitation ceases and the boost pumps can be turned off. Hope that explains it ok.
Yes. The engine is producing the same amount of power, but the blades are easier to turn. The analogy of having your hand outside the car window comes to mind. If the car does the same speed it’s easier to keep your hand there when your hand is parallel to the road as opposed to 90 degrees to the road (vertical).
If it’s a deep sound then it’s probably when the prop goes to coarse pitch. (Feather). Or if it’s after landing or during taxi, it could be beta range (reverse).
![HOW TO START AN AIRPLANE [] KING AIR E-90](/img/n.gif)
The King Air is just a gorgeous turboprop inside and out. But, really love the cockpit.
It's also a ferocious sounding plane.
That prop tone you hear at 2:10 is often the loudest sound at the airport if it isn't a military base.
I call King Airs the Dodge Hellcats of General Aviation. Because they sound mean as can be, they sound powerful, and they are a joy to listen to. (Even a bit humbling when you're right up next to one while its running)
Even if you need hearing protection within 700 feet of them 😅
As someone that’s worked on these things & hates them with a burning passion I just wanna say that I appreciate people like you who love them. They do look good though. 😂
Yeah, it’s gorgeous, but the inboard tanks between the engines and fuselage are a pain in the a$$ to get to and fuel!!!
@@goofygolfer56. Not ‘signal point?’
@@Posttrip Nope. One, two or three tanks per wing with the mains being between the engines and fuselage
This was great to see behind the curtain a bit. Thank you 👍
I was watching and just thinking about how much I love the sound of turbines when you said it for me!
Either thats a brand new aircraft, or someone has been taking very very good care of the control panels. Not a scratch on them, they all look brand spanking new
Thank you! Aircraft about 7 years old and just over 1,000 hours!
@@Mode_Sierra it's very obvious you give this craft the attention/care it deserves
@@slashz0r Credit goes to the engineer/mechanic. I look after it in the sky.
Brilliant video, simple to understand, amazing to see the feathering mechanics at work and whilst for many this might seem banal, I found it fascinating.. Well done lad for a super piece of footage and delivery.
I agree! And I love Beaker!! Greetings from Austria
You’re very welcome!
0:55 I love that sound when a king air starts! I've gotten to work on some king airs in the hangar I work at, while they're a little difficult as far as their engineering goes, they are a joy to look at, and a joy to be around. King Air is easily one of the best planes ever built.
I don't fly so this means nothing to me but it came up in my feed so YT felt I needed to see this. Was not disappointed. My inner geek has been satisfied.
Hahaha. Glad I could help and find mutual geekinessz
Good illustration of how many systems and controls come into play just to start the engines. Thank you!
Very interesting, thanks!
Thanks, believe it or not I've always wondered what the change in engine noise was on start-up. Now I know it's the revs changing as the governor takes over.
This guy is a legend. He says Governor like a proper champ, and he sets the prop rpms to 420 in the video and doesn't even make a joke about it, but pauses a bit when saying it and hurries over it.
That’s such a smart observation! Love it.
Used to love cranking up the APU on the C-141B. Sweet music to the ears.
This is one of the best videos that explains and shows how the props change pitch and I too love that turbine sound. The KingAir is a beautiful aircraft.
You are right, not something you get to see very often. I like that you went through the start up. Good video. Thanks for sharing.
The Blue Max,great film.
@@eugeneoreilly9356 nice you are the only one to make that connection. My grandfather was a Lt. Col. In the A Force and that was his call sign.
Very nice and very nerdy. Thanks for uploading and catering for those of us who like to see what goes on under the cowls, covers and access panels.
I remember on the 99's every winter rigging the reverse torque and every spring rigging them back. This was in northern Ontario where winter daytime temperatures could be below -30c.
I just know you have interesting stories as soon as you mention 99’s and Ontario Winters.
@@Mode_Sierra I worked for Bearskin from 86 to 88. Seen plenty of 99's operating in some harsh conditions.
Reading about this in theory makes me scratch my head wondering what the heck are they talking about. Thanks to your video I can finally visualize it properly.
Thanks for taking the time to show this Johan and explain what the mechanisms are doing too.
I love this video! What a concise explanation of how the prop control works!
Although I knew almost nothing about aircraft, this vid is very interesting for me (and others alike)... Thanks for the rare demo. Be safe 🌹
fascinating demonstration! your camera even enables to see the propeller pitch movements!
I worked on 350’s and next will be 1900’s. In my opinion, beautiful aircraft.
I love the start sound ❤
the PT6 is a nice engine to begin with
Thanks for that demonstration. Its good to see it in real life. Keep'em coming, love the King Airs
Very Nice video! Completely clear, direct and didatic. Great!
Hello from São Luís Maranhão Brazil!
Great video .. never saw propeller pitch change function in action before .. good one
That was incredible. Very few vids that have an actual person with actual knowledge. Would love to see the inside mechanical part of pitch
Nice simple demo and explainations, thank you!
No problem... sometimes simpler is better hey :)
King Airs are so sweet. Thanks for the demo, it's fantastic.
Makes me wish that I could have gone to pilot school. That was beautiful
Do it!
I don't know what company would want to hire a pilot as old as I am. At least from the research I've done
How old are you sir?
@@wowwowwiiwowiwwiwiwiwiwiwi8294 38
You can always fly for a drug cartel in the middle of a jungle. :D
Really interesting video. Thanks for taking us thru each step and explaining the reasoning for each.
Interesting! I used to fly my multiengine schoolflights at c90. Nice plane and plenty of power. You have even glass cocpit! We had steam gauges all over 😄
That was very informative and concise, now I'm sure I can fly it! I'm interested in the mechanical linkage that alters the pitch of the propellers.
Hi, if you research “propeller governors” you’ll see how the governor works to maintain propeller RPM using engine oil.
Thanks you answered several questions I had
Great demonstration! Thanks!
I’ll do some more some time
A very good, educational video.
Fascinating! It is interesting how those boost pumps would run, even before the battery master switch was switched on.
Yes, they are on the “hot bus” and one of the C90 “gotcha’s” to look out for. Could drain the battery regardless of battery switch position.
Thank you for this video!
ProLine 21. - 135 power plant. Ideal configuration for the KingAir 90.
Can’t knock it! It crazy to think that Pro Line 21 is already considered “old”... with the Pro Line Fusion replacing it.
@@Mode_Sierra Thanks Johan - I agree. Fusion is much more modern from a design perspective, but from a pilot's perspective (and the KingAir is the ultimate "pilot's flight deck") ProLine 21 is atleast its equal, and in my opinion easier to use.
I flew a BE20 with no FD, it literally had an old 172 style AI
Great video. Why do you wait until N1 is below 10% to shut off the boost pumps?
Hi there, the purpose of the electric boost bumps is to prevent cavitation of the engine driven fuel pumps. Cavitation (destructive) happens when there is back pressure in the fuel flow and “bubbles” that vaporise form in the fuel pump. Cavitation can destroy your engine driven fuel pump over time. And no engine driven fuel pump means “bye bye engine”. The electric boost pump operates at a much lower pressure than the engine driven fuel pump and can’t support the required fuel pressure for the engine. It only serves to protect the engine driven pumps from cavitation damage. Above 10% The electric boost pumps still do their “job” of preventing cavitation. Once below 10% the risk of cavitation ceases and the boost pumps can be turned off. Hope that explains it ok.
@@DylanClements98 Always learning! Are you related to Tom Clements?
Very interesting demonstration, Thanks
That was really interesting to watch without engine cover.
One question, which may appear really minimal, but when you toggle some switches you use a thumb and forefinger movement as if "pulling" the switch. Is this a mechanism in the switch requiring to pull it out, or is just best practice so you know you've completed it?
That’s a good observation. Yes, your assumption is correct. Some switches on the panel are of the type that requires you to pull the switch before moving it. This is to avoid unintentional or accidental switching.
I agree with Johan, that was a really good observation. I tried to find a diagram of one, but couldn't. Essentially some of the King Air switches have a tooth that you have to pull the spring-loaded sleeve on the switch back over the tooth to shut it off. That is so they aren't inadvertently turned off in flight. If I find a diagram I'll come back and post it.
@@Mode_Sierra I noticed that too. I thought with that panel down by your left hand side you could wreak havoc with just the brush of an arm.
Now I know why you don’t. Thanks very much 👍🏻👍🏻
Very cool. Thanks for sharing.
0:44 Is that elbow pipe the intake or the exhaust of the turbine? The metal looks discoloured from heat, so maybe the exhaust? But that would mean the engines are put on backwards, no?
It is the exhaust. And you are right, the PT6 engine is a reverse flow turbine engine. See my anti ice demo video for more explanation :)
Great demonstration!
Very interesting indeed ! Thanks for this demonstration. I am not used to turboprops, flying only small piston engines. What about the fuel consumption during feathering ? Does it increase because of the higher resistance of the prop ?
It’s neglible. Remember that the engine is never working any harder throughout the process. The “Power Levers” are never touched during the demonstration… it’s idle power throughout.
Always wondered if that dramatic drop in power turbine rpm creates a huge force in the reduction gearbox when feathering like that.
It’s the sound that makes it worse than it is. In essence it’s only a 700RPM drop. And the drop happens slower than the sound suggests.
@@Mode_Sierra not in the turbine it’s not. Turbine spins much faster than the prop. It’s a 15:1 reduction so that’s 15000rpm down to 6000. Lots of intertia involved
You can see the force on the torque meter. It’s basically just measuring oil pressure as compressed by piston connected to one of the ring gears in the RGB.
Feather it at close to max torque. Yeah, you’re going to overtorque it and damage the RGB and other things. Feather it at idle? Hardly noticeable.
Fine: pushes air, lets you fly
Coarse: almost no air resistance, lets you glide
The way I used to remember it is Coarse sounds like Cut, props turn into little knives in the air.
Fine: pushes little air per revolution, results in higher RPM and less torque, keeping power reserves for go-around etc.
Coarse: pushes more air per revolution, lower RPM, higher torque. Too much torque will damage the engine.
Feather: pushes little to no air, reduces drag and allows for better glide performance in case of engine failure
@@matthiaspatzelt3085 thanks, sure its nothing for those who knows but means a lot for those who know nothing like me... 😅👍
@@matthiaspatzelt3085 wait, i thought coarse is feather in props ?!
because the angle of blades in feathering and in coarse results in little to no RPM
Thanks captain for the excellent demonstration 👌
You got it 👍🏻
Does running in the feathered position make the power turbines run hotter ? Going from fine to featherd lost you something like 65% prop RPM. Are there any drawbacks to that kind of speed loss ?
Great video by the way!!
In my experience the turbines might run slightly hotter but totally negligible. To me, the benefits of starting with the props feathered outweigh the disadvantages. Things like: Quieter, friendlier to ramp personnel, if there is snow/ice etc… inadvertent taxying if the parking brake loses pressure etc.
@@Mode_Sierra hey mate.
Super interesting. Not a pilot but fascinated by these machines. I do volunteer ambulance work in a remote community in Western Australia. We transfer patients to the local airport and its most often a PC12 that picks them up. Spool up time is so fast on these things. I fly RC jets and our miniature turbines take longer to start than a pt6.
What an awesome video,thanks!
God that is such a beautiful airplane.
Agreed, King Air is easily one of the most handsome twin prop planes ever built.
Hey, what do you use what prop setting for? Heard it’s like shifting gears(?) do you use the low angle of attack of the prop-blades for acceleration then and the high angle of attack once you’re in a faster cruise flight, like an overdrive gear? I’d love to hear from you, since I’ve never operated any plane that used an adjustable prop! 😄
Fine pitch on the blades to achieve a higher RPM to increase climb performance at lower altitudes where the air is more dense. Once the aircraft is level at altitude feathering the props allows the blades to more effectively "bite" in to the less dense air increasing engine efficiency.
In essence, regarding prop lever settings, the only pilot action during a “normal” flight in this type of aircraft is as follows:
-Props full forward (fine pitch) for taxi and Take Off. See Note 1 below.
-Adjust the props to “Maximum Continuous RPM, or Climb RPM shortly after take off. See Note 2 below.
-Reduce Prop RPM for the cruise. See Note 3 Below
-During the approach phase adjust your props back full forward for the landing (reverse thrust) or for the anticipated “go around”. See Note 4 Below.
That’s it. The rest of the time, the governor works to achieve the RPM that the pilot has “asked for”/selected. So when there is excess power, it simply reduces the pitch of the blades to take a bigger “bite” of the air.
Notes.
Note 1: The props won’t achieve the High RPM you require, until you apply sufficient power using the power (thrust) levers to turn them fast enough. Once you have enough (and excessive) power, the governor will continuously adjust the propeller pitch to maintain the RPM you requested.
Note 2: In the C90GTX, the difference between Maximum RPM (time limited) and Maximum Continuous RPM is very small. Just a fine tickle back of the prop levers. If the props are rigged correctly, this is a change of 1,926 RPM to 1,900 RPM. In other King Air models, the difference between Max RPM and Max Continuous is more of an adjustment. (300-400 RPM in the in the models I’ve flown)
Note 3: Refer to the Cruise Tables in your Pilot Operating Handbook. In this particular model, you can leave the props at 1,900. We do however tend to adjust them to 1,800 for longer cruises, because it changes the “tone” of the props to a more comfortable one for passenger comfort.
Note 4: Pilot technique differs here, based on the types of props you have fitted, runway available and passenger comfort. In the C90GTX, I always adjust the Props to full forward in the final approach phases of a flight. That way, the “Reverse Thrust” is ready on the ground and I simply have to put the power levers in reverse. Same with a go-around... it leaves me less things to do.
In the B200 or other models of the 90 that I’ve flown, you could be adjusting the props from 1,600 to 2,200 RPM ready for the reverse or go around. This can have quite a noise increase for passengers. So, many pilot choose to leave the props where they are until after touchdown, when they will then whack prop levers full forward before applying reverse thrust. This of course, is runway length and other conditions permitting.
I know this is a long reply, so I’m going to add it to the description of the video. Hope it helps.
@@Mode_Sierra Man, this helped for sure! I really appreciate your effort to response so detailed!
I’m not very experienced yet, mostly flew sailplanes and once in a while single engine piston‘s with non-adjustable props.
There’s always something new to learn every day. It seems a little complex, looking for the prop setting as well, but I’m pretty sure once you get used to it it won’t be a problem at all.
Thanks again for the long reply, I really enjoyed reading this and it helped me a lot! :)
@@lancelotvt Thank you very much this helped me get a general understanding very much! :)
Hello, fantastic to see this! The red band position below the propeller lever feather position, what is it for? Is that also feather?
@@kutyafal it is the feather “range” so as soon as you get into that soon the props will feather as opposed to simply being “coarse”
Boa Noite meu amigo Donizete Bragança Paulista SP. Brasil
Nevertheless a good explanation of quite difficult terms in gas turbine engines I don't understand.
Great video ,thank you !
Does the red morse cable on the port engine shown.. have too much kink behind the casing mount.. causing a cable core fray to failure point.. ???????? it might be interesting to cut the ends off a used cable and extract the cable core to check for hard spots from excessive flexing. then unwind the core strand by strand. in that area..
I am curious how do you prevent a hot start?
In my learning thus far (and thankfully not experience)... it is becoming clear that the main cause of a “hot start” is a weak battery.
So the most fundamental way of avoiding a hot start is:
1. Ensure your battery is in good condition and sufficiently charged.
2. Turn off all electrics that could be draining the battery. In my experience the main drains of battery power that can be left on unintentionally is the “Cabin Temp Mode” switch, and window heat switches.
So in a nutshell, check that your battery is charged, and make sure you’re giving it the best chance to turn the turbine when starting the engine.
I also keep a keen eye on my “fuel flow” gauge once I have advanced the fuel condition levers. An abnormal (higher than normal) fuel flow could be your first indication of a potential hot start, even before ITT starts rising fast.
Additionally, when possible face the plane into the wind and consider delaying the introduction of fuel until a few seconds after rpm and temperature criteria for fuel introduction have been met. Consider even waiting long enough for the RPM to top out on the starter before light-off.
@@aerofreak2053 Yes. Especially when doing a quick turnaround. Many pilots rush after the “minimum RPM”. When doing a quick turnaround intend to run the starter an extra 10 seconds or so and watch the ITT drop before introducing fuel.
good job
Great demonstration! How many gallons of fuel did that manage to burn in 3:46?
3 Gallons :)
270lbs per hour at idle
I saw flames, im happy
Very interesting! The clicking sound we can hear at 00:40, is that the fuel igniter?
Hi, yes it’s the igniters firing away in the combustion chamber ready for fuel (and compressed air) to be introduced.
@@Mode_Sierra Thank you!
Wouldn't it be fascinating to be able to see through the whole of the engine as if it were glass and be able to observe all of the internal workings. CGI animations can provide this but they're not the "real deal", maybe in the future a material will be designed that would allow this.
Great video! Which airport is this at?
Awesome video!! Thanks for this!
i jump in my ford ranger and push a button, but in comparison to flicking switches in order, checking volts on a roof mounted device and hearing that turbine whine? ford missed an opportunity.
That made me chuckle. Maybe we should write a strong letter to General Motors?
@@Mode_Sierra Another one? Ok, done. ; )
perfect, thanks for this lesson :-)
Dare I ask what mode the radar is in while ground folks walk about in front???
It is off :) On the ground it needs to be specifically switched on (as opposed to left on).
If you have the radar on before landing, it switches to standby automatically after landing.
@@Mode_Sierra excellent
You can either buy it part by or buy plane and a business jet have 2 different motor for flight
Best video I've seen to date!
True praise! I got into helicopters too in the last few years! From your profile pic, you could teach me a thing or two!
@@Mode_Sierra I'm a true fan! loved helis since age 3. This is the first video I've found that answers all my questions in full, i'll be sure to check out your others ;)
@@Whirlynerds I’ve been reluctant to post more, but the response has been encouraging.
Cool! But the master switch looks as if it could be easily knocked down by accident or is there any safety lock? I guess it's not a pleasure to accidently hit that flap when you are in mid air 😅
Hi there, it’s not a problem. It actually requires a bit of force to push it down. I’ve never heard of a case where it was accidentally done. :)
@@Mode_Sierra Thanks for the answer 👍
Lovely demo!
Nice one Johan
i allways know the sound these props make when takeing off i live 10 miles from alb int i can hear them takeing off
Way fancier than the B200 I maintain. It's missing all the steam gages and the overhead switch panel!
Quick question, do ones require somekind of key or card to start an aircraft (ie like starting a car engine) before all those starting seq? 🙏
What a treat thank you!
Great video instruction!
Thank you so much!
Oooohhh, soooo many shiny buttons!! Must... Press... Them... All.......
Oh, and nice plane and start-up sound too i suppose! Haha!
Cool vid 😎👌👍
Question: How short can a King Air takes off let's say at an airfield with 25 feet MSL elevation and an OAT of 30°C, wind calm? And can it takeoff from a grass runway?
Without getting the POH out, I can tell you that I have many times taken the C90GTX into and out of a grass airfield that is 800 meters long. Max 4 occupants and 1,400lbs of fuel. That’s just over two hours endurance.
@@Mode_Sierra thank you for the answer! It's quite a versatile plane yeah?
Why you have to wait for N1 to go bellow 10% to turn off the fuel pumps?
Hi Carlos,
The question is asked and answered earlier in the comments 👍🏻.
If you want to know more let me know
How come you start it up in feather? Unnecessary wear during start up...
See earlier response to the same question. It’s a free turbine engine, no mechanical linkage between the propeller and the engine. No wear. Engine doesn’t work any harder.
Beautiful aircraft
Did you turn off the beacon?
No, the switch generally stays switched on, and the Beacons turns off when the master battery is turned off.
One of my dream aircraft to fly 👍🏻
That was fascinating 😀
Thank you for showing the prop mechanism, never actually saw it in action during eight years of aviation! Gotta love pilots thinking of the community while doing those kind of tests :-)
Got a question for you: Why do the boost pumps need to be on during shutdown or a least until N1 being below 10 percent? The condition levers are already in the cutoff position, why worry about boost pumps and N1?
You are welcome! Glad you liked it. Someone else asked the same question, so I’ve copied the answer. Let me know if it explains it ok.
The purpose of the electric boost bumps is to prevent cavitation of the engine driven fuel pumps. Cavitation (destructive) happens when there is back pressure in the fuel flow and “bubbles” that vaporise form in the fuel pump. Cavitation can destroy your engine driven fuel pump over time. And no engine driven fuel pump means “bye bye engine”. The electric boost pump operates at a much lower pressure than the engine driven fuel pump and can’t support the required fuel pressure for the engine. It only serves to protect the engine driven pumps from cavitation damage. Above 10% The electric boost pumps still do their “job” of preventing cavitation. Once below 10% the risk of cavitation ceases and the boost pumps can be turned off. Hope that explains it ok.
incredible video thx
Thanks For this vid !
Fantástica tecnologia!
Nice video👍
Osm vdo sir i like it.. Make more vdo like this.
This is super interesting!
absolutely love this
Cool. Thanks
Marvelous 😍
How come the rpm rises when turning the props to fine position? Is that because of the blades having less air-resistance?
Yes. The engine is producing the same amount of power, but the blades are easier to turn.
The analogy of having your hand outside the car window comes to mind. If the car does the same speed it’s easier to keep your hand there when your hand is parallel to the road as opposed to 90 degrees to the road (vertical).
Very good analogy! Good to know my mind works right, haha.
Ughhh i can only dream of flying a King air. My absolute goal in life.
Love it!
so the deep whinning sound that we hear from a q 400 propeller is when it goes to fine pitch?
If it’s a deep sound then it’s probably when the prop goes to coarse pitch. (Feather). Or if it’s after landing or during taxi, it could be beta range (reverse).