PT6 Failure
331's biggest drama is on start, get that prestart temp down and give it just enough juice and they're fine. Only problems overall that I've seen was gens, NTS etc. Operationally the engines just keep going.
Pre start temp does not effect them very often at all unless you have crappy battery's. Give the prop 30 blades after shutdown. disembark, chuck the bags 'n load her up, hit the starter test and at 15% hit the start button, away she goes.
You will never know you have a NTS failure until the engine stops even after successful NTS checks on first taxi every morning
Or you do a shutdown in flight for training purposes, use the unfeather pump to unfeather the propeller and she starts disking on you without NTSing while you are attempting a start. You'll run out of rudder before you worked out what happened............BTW how do you give it just enough juice? The SRL computer maintains about 690-710 on start, you can add a bit to get it there quicker if it's bogging down around 40% but not as a rule. (you can tell me how you do this if you like)
Join Date: May 2008
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No you're right GG I dont fly them. I used to fly them.
Prestart temps arnt a problem? 30 blades is fine for conquest or a metro, 100+ blades for a U model. A hot U model can chip (even jam) due to shaft warp, but I'm sure you knew that.
NTS fail? Why check something if it doesn't fail just because there is an OIL requiring it? Or cors eets furn?
Yes, always boost fuel to keep from bogging or slow start as per the company ops manual (I'm so very sorry it doesn't match yours). Slow starts are killers and if you have an option why not?
Give up mate, we're from different companies, flying different aircraft on different operations under different ops manuals.
Prestart temps arnt a problem? 30 blades is fine for conquest or a metro, 100+ blades for a U model. A hot U model can chip (even jam) due to shaft warp, but I'm sure you knew that.
NTS fail? Why check something if it doesn't fail just because there is an OIL requiring it? Or cors eets furn?
Yes, always boost fuel to keep from bogging or slow start as per the company ops manual (I'm so very sorry it doesn't match yours). Slow starts are killers and if you have an option why not?
Give up mate, we're from different companies, flying different aircraft on different operations under different ops manuals.
Join Date: Feb 2007
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CT Blade Failures - continued
I recall a 208 engine failure at altitude, without vibration - just a silent spool down: P&W reported that CT was found with 6 blades fractured mid span with heavy damage on turbine shroud and vane ring. CT blade distress was initiated by fracture of one blade by creep, that was observable on 17 other blades.
Anyone else had silent spool downs after CT problems?
Anyone else had silent spool downs after CT problems?
Join Date: Jul 2007
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TPE331 engines
In days gone past I was involved in the operation of a Skyvan SC7 aircraft, in the interior of Borneo. The Skyvan used this type of engine. The engines were reliable, fuel efficient and noisy. However when they were making a noise, it mean't they were working. The pilot's liked the fixed shaft design of the engines when making approaches into short fields. A good sized cabin made it ideal for operations in that area.
I ferried the machine from Belfast to Borneo in 47 flying hours, accompanied by an Engineer and a good looking Flight Attendant. There was plenty of "bushmills whisky",on board which assisted with clearances etc through the Middle East.
Tmb
I ferried the machine from Belfast to Borneo in 47 flying hours, accompanied by an Engineer and a good looking Flight Attendant. There was plenty of "bushmills whisky",on board which assisted with clearances etc through the Middle East.
Tmb
