transition from turboprop to jets
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transition from turboprop to jets
i was asked to give a breifing of 30-45 mibutes on transition from Turbo-prop A/C to JET A/C if anyone knows anyhting about these types and the details of coverting from one to another it would be much appreciated if you could share them with me
Abdul
Abdul
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Well, this won't fill a forty five minute lecture but just a couple of points.
The major difference is SPEED, so you must think a bit quicker than on a turbo-prop.
On the good side, whereas in the turbo-prop you had , for example, in a twin, four levers in the middle on a jet you only have two!
Everything is much more quiet and much, much faster.
The major difference is SPEED, so you must think a bit quicker than on a turbo-prop.
On the good side, whereas in the turbo-prop you had , for example, in a twin, four levers in the middle on a jet you only have two!
Everything is much more quiet and much, much faster.
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When eng. failure (at take-off), bigger yaw and roll moment (generally), due to more drag of props.
Be carefull with the use off rudder on jets. See also American Airlines final report.
More autopilot and flight director modes (generally).
More radiation on jets (higher levels).
ETOPS
Speed reduction is slower on jets. Take this into account with your descent planning.
Good luck
Be carefull with the use off rudder on jets. See also American Airlines final report.
More autopilot and flight director modes (generally).
More radiation on jets (higher levels).
ETOPS
Speed reduction is slower on jets. Take this into account with your descent planning.
Good luck
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Speaking of Handling the Big Jets ( DP Davies )i have been trying to obtain copies through 2 different outlets and IT IS NOT AVAILABLE...i am wanting to buy one so if anybody has ideas how to find it please let me know.
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DOVE
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The main difference is the engine(s) response time to throttle(s) advancement.
While in a jet airplane it takes more than 10 seconds to increase from idle to full T.O. thrust, in prop/engine it's almost immediate.
I remember that during my familiarization flights to the Vickers Viscount (almost 35 years ago) we had to perform a manouver from the syllabus:
"the steep approach":
Thrust levers=Idle
Gear=down
Flaps=landing config.
Speed=Threshold speed
Vertical speed=almost 2000-2500 ft/min to the flare.
It was permitted because due to the fast engines response it was possible to go around till the very last moment.
With the advent of the jet engines (La Caravelle in my case) that manoeuver became 'dangerous' if not 'deadly'
While in a jet airplane it takes more than 10 seconds to increase from idle to full T.O. thrust, in prop/engine it's almost immediate.
I remember that during my familiarization flights to the Vickers Viscount (almost 35 years ago) we had to perform a manouver from the syllabus:
"the steep approach":
Thrust levers=Idle
Gear=down
Flaps=landing config.
Speed=Threshold speed
Vertical speed=almost 2000-2500 ft/min to the flare.
It was permitted because due to the fast engines response it was possible to go around till the very last moment.
With the advent of the jet engines (La Caravelle in my case) that manoeuver became 'dangerous' if not 'deadly'
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We include about an hour on this subject in our 170 type course. An hour is not enough.
we include not in this order:
Engine responce times
Effects of prop wash lift
Crit engine/no crit engine
High speed flight
Mcrit
MDD
High speed buffet
Swept wing/ supercrit wing
Buffet Boundery
Cl vs Alpha swept/unswept wing
Stabalised Approach.
I could go on but if you would like more you have to pay.
we include not in this order:
Engine responce times
Effects of prop wash lift
Crit engine/no crit engine
High speed flight
Mcrit
MDD
High speed buffet
Swept wing/ supercrit wing
Buffet Boundery
Cl vs Alpha swept/unswept wing
Stabalised Approach.
I could go on but if you would like more you have to pay.
