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Quoting EMBQA (Reply 2): On the down side, with most engines if you don't get it started on the third attempt your down for maintenance and the engine must be inspected |
Quoting EMBQA (Reply 2): On the down side, with most engines if you don't get it started on the third attempt your down for maintenance and the engine must be inspected. |
Quoting Scaredflyer21 (Reply 4): How typical is it for an aircraft to take 2+ attempts to start? Is it typical for this to occur on the first start of the day, or in colder weather? |
Quoting Scaredflyer21 (Reply 4): Also, if a start attempt fails, must the crew wait for the prop to stop spinning or can they simply reengage the starter? What are the procedures for this? |
Quoting EMBQA (Reply 5): Quoting Scaredflyer21 (Reply 4): How typical is it for an aircraft to take 2+ attempts to start? Is it typical for this to occur on the first start of the day, or in colder weather? Very-very rare. I've had it happen twice in 12 years of running airplanes. Jet engines love cold weather and start much better in it. |
Quoting KELPkid (Reply 6): I've heard, off-handed, that the PWC PT6 is notoriously hard to start when there's a tail wind on the ramp |
Quoting Scaredflyer21 (Thread starter): I assume that, since there is no apu on the aircraft, that the plane is started with battery power? |
Quoting EMBQA (Reply 2): Also, batteries only power the ESC BUS.. which only powers essential items. Reading lights are not one of them. |
Quoting EMBQA (Reply 7): Quoting KELPkid (Reply 6): I've heard, off-handed, that the PWC PT6 is notoriously hard to start when there's a tail wind on the ramp Not so sure about that because the PT-6 is mounted backwards. The exhaust is in front, the intake in the rear. The air passes into the intake and is then routed to the rear of the engine where it enters the engine, then goes forward to the turbine. The PT-6 is also a free-flow turbine, so unless it was hurricane forced winds I doubt it would effect its starting. |
Quoting FlyHoss (Reply 9): When I flew PT-6 powered aircraft, if the wind was more than 10 knots I'd consider parking into the wind and if the wind was more than 15 knots, I'd definitely park facing into the wind. |
Quoting KELPkid (Reply 10): What would you do when the lineboy was trying to marshall you into the parking area in front of the FBO, pointed the "proper" way (for rolling out the red carpet for a VIP aircraft) Enquiring former lineboys would like to know |
Quoting EMBQA (Reply 5): You need to wait. The PGB by spinning is also driving the starter to turn, so you don't want to re-engauge it or you might break the shaft. |
Quoting EMBQA (Reply 2): On the down side, with most engines if you don't get it started on the third attempt your down for maintenance and the engine must be inspected |
Quoting EMBQA (Reply 5): Jet engines love cold weather and start much better in it. |
Quoting Scaredflyer21 (Thread starter): I assume that, since there is no apu on the aircraft, that the plane is started with battery power? |
Quoting Scaredflyer21 (Thread starter): What happens if the aircraft requires multiple start attempts and there is not sufficient battery supply; what happens in this case? |
Quoting Scaredflyer21 (Thread starter): Additionally, when boarding the aircraft is all of the power just from the batteries (e.g. reading lamps, etc.)? It just seems like these aux. items would drain the battery very fast. |
Quoting Scaredflyer21 (Reply 12): What regional aircraft actually have aux. power units |
Quoting Lowrider (Reply 13): A few Saab 340's have APUs, but I think they are all in corporate service |
Quoting EMBQA (Reply 2): The batteries on board are more then capable of several start attempts. On the down side, with most engines if you don't get it started on the third attempt your down for maintenance and the engine must be inspected. Also, battery starts give you a much better start then ground power, but before you can start the second engine you must wait for the amps to draw down and that can take a few minutes. Also, batteries only power the ESC BUS.. which only powers essential items. Reading lights are not one of them. |
Quoting Lowrider (Reply 11): Not to be rude, but if an FBO marshaller is giving me improper directions, I will go with what is right. |
Quoting APFPilot1985 (Reply 16): While the directions may be improper from a wind point of view, shouldn't you consider that maybe the reason that they were pointing you in a direction was due to other concerns such as moving aircraft, trying to avoid blasting others or vehicles on the ramp. Wouldn't the more professional option be to follow the directions of the individual who can see the whole picture (unless it is something that is causing an immediate and obvious risk?) and then ask to be spun around before start? |
Quoting Lowrider (Reply 17): I will set the parking brake and, if necessary, shut down and get out to sort it out there. |
Quoting Lowrider (Reply 17): Depends. You think I am not aware of these other factors? I have seen so many blatantly wrong directions from FBO marshallers that I no longer trust them. If I don't think I can safely complete a maneuver, I will set the parking brake and, if necessary, shut down and get out to sort it out there. Most of the time, there is no guarantee that the FBO has a tug capable of moving my aircraft. Since I will bear the blame for damaging the aircraft or delaying a flight, I will decide if the spot the FBO has in mind is acceptable. |
Quoting CRJonBeez (Reply 20): how many cities have you stopped in that don't have a tug capable of moving your plane? |
Quoting APFPilot1985 (Reply 23): care to share the type? |
Quoting KELPkid (Reply 10): Quoting FlyHoss (Reply 9): When I flew PT-6 powered aircraft, if the wind was more than 10 knots I'd consider parking into the wind and if the wind was more than 15 knots, I'd definitely park facing into the wind. What would you do when the lineboy was trying to marshall you into the parking area in front of the FBO, pointed the "proper" way (for rolling out the red carpet for a VIP aircraft) Enquiring former lineboys would like to know |
Quoting Lowrider (Reply 24): Quoting APFPilot1985 (Reply 23): care to share the type? No offense, but no. My employer would become readily apparent, and I am not always the most PC. |
Quoting Lowrider (Reply 21): As it is somewhat of an oddball a/c, most do not. I worry less about the wind as I can usually find some combination of ground power or downwind engine being masked by the fuselage, and more about being able to get out of the ramp. We try our best to communicate our needs to FBOs ahead of time, but unfortunately things don't always work so smoothly. |
Quoting Scaredflyer21 (Reply 12): What regional aircraft actually have aux. power units? Does the E120? ATR? Scaredflyer21 |
Quoting Lowrider (Reply 24): No offense, but no. My employer would become readily apparent, and I am not always the most PC. |
Quoting CRJonBeez (Reply 27): i suppose in that situation, i can understand. of all the biz jets i have seen myself, the only one we didn't have a towbar for was the BBJ. |
Quoting APFPilot1985 (Reply 28): all you need is a big bad lektro |
Quoting 474218 (Reply 22): Where is the APU on a Constellation? |