The new IO-550A engines improve single-engine service ceilings as well as improved rate-of-climb and cruise airspeed. Shorten block-time up to 25%. Weight and centre of gravity range. This permits you to direct thrust forward, instead of rearward, to dramatically shorten landing distances. Going to turboprop from piston involves some interesting balancing acts because of different aspects of the engine going in and the engine coming out. For business turboprops- upgrading offers a path to such outcomes and better value than sticking with the old engines- as we have been outlining recently. The PC-12’s CG range is from 27% to 44% of the MAC. The exhaust on a PT6A adds additional thrust, not total waste, whereas exhaust on a piston engine thrust is negligible. Wing loading is the weight carried by its wing area. First flight February 9, 1955. Unlike piston aeroplanes, in which ‘full throttle’ is almost universally correct for take-off, in turboprops it is almost never appropriate to push the power lever to the forward stop. In aviation- the quest never ends to make airplanes better- more efficient- more capable- and always faster. Individually, piston engines are far less reliable than turboprops. You’re about to transition into a single-engine turboprop (SETP). You’ll often have less of a margin for imprecision—you need to be right on speed and glidepath to land safely, and precisely on speed and attitude for take-off. The Bonanza does need considerably more fuel capacity- and Tradewind accomplishes that with a set of distinctive tip tanks with integral winglets for efficiency. If that allowable range is great, even within limits, there will be notable differences in the way the aeroplane flies. But typically the turbine engine makes far more power – particularly flying low – and doesn’t achieve its best economies until up high. Thomas P. Turner describes how to lift your game to match the demands of the ultimate propeller-driven aeroplane type. Performance achieved with a Rolls-Royce Turboprop Engine conversion by Soloy Aviation. A turbine conversion also comes with less range, less useful load and turbine efficiency only at 25k ft. Means: anything less you will have to buy with less speed and higher fuel consumption. The Tradewind Bonanza turns in 220 knots true at 15-000 feet- with range potential out to 900 nautical miles. Save my name, email, and website in this browser for the next time I comment. Sometimes it is also called a prop-jet. New Hartzell 3 Blade Prop 50 Hours Since Installed. That’s simple enough to grasp. In contrast- the Bonanza makes its 170-knot best speed at about 7-500 feet- and by 13-000 the speed available is off by more than 30 or more knots. Tip tanks or some other auxiliary storage option- or using more of what may be unused existing capacity- can resolve the fuel issues. Everything you do (and are supposed to do) in piston aeroplanes—airspeed control, attitude control, rudder coordination, systems knowledge, checklist use—is even more important when you fly a SETP. As we’ll see near the end of this article, despite their famed engine reliability, you still need to be ready for engine failures in turboprops. This reduces drag in the event of an engine failure, in the case of SETPs to increase glide distance. Interestingly- however- the JetPROP DLX compares favorably with the Meridian in most areas- including speed- range- maximum altitude and payload- at 350 pounds. As one measure of the quantum leap in complexity, count the circuit breakers in even a pressurised piston twin, and compare that to the number in a SETP. Video: Field of dreams: Daher TBM’s latest  SETPs, the TBM 930 and 910 at Oshkosh, in the US. Turboprops on… Let’s take a broad overview of what you’ll need to study and master in order to fly a SETP aircraft. For example- compared to the piston powerplants they replace- turboprop engines generally weigh less per horsepower delivered. Pilatus publishes the CG range of the PC-12 in terms of percent of mean aerodynamic chord (MAC)—the average distance from the leading edge to the trailing edge of the wing. The aircraft converted to the JetPROP DLX turns in between 250 and 270 knots true- can cruise as FL270- consumes about 30gph and needs 1-200 feet of runway to clear that same obstacle. AND THEN THERE’S APPROVAL…Finally- once the developer of such an upgrade feels the issues have been worked out satisfactorily- the revised airplane must emerge from the rigors of earning a Supplemental Type Certificate. Both types of pressure-aspiration enhancements show up in piston aircraft across the years. Six aircraft were converted by Napier for Allegheny Airlines. 1979 Cessna 182Q, 2800TT, Full Restoration In 2015, 200 Hours Since. Aeroplane stability and performance are determined in part by the location of its centre of gravity (CG). Cost for the conversions was £160,000 per-aircraft. While rare in piston aircraft- however- engine failures are statistically even lower in turbine aircraft- providing yet another element that helps compel the buying decision for some. Fixed shaft turboprops, in which the propeller is directly connected to the engine and rotates any time the engine is running, use a power lever (sometimes called thrust lever) and a condition lever. In a turboprop you are still a pilot, but you are just as much a systems manager. Dave Higdon is a highly respected, NBAA Gold Wing award-winning aviation journalist who has covered all... Updating to propjet from piston benefits many popular light business aircraft. Piston twins, he added, are capable but get a bad reputation. Lower air pressure reduces the efficiency of engine-inlet pressures- which cuts power output. For example- climbing to the Tradewind Bonanza’s optimal altitude will take the Bonanza more than 15 minutes- while the converted airplane needs less than five. Over successive generations of conversions- the DC-3 and its military variant- the C- 47- received new leases on life- thanks to the improved performance available: Higher speed- greater lift- better runway performance – all the points that hold appeal for pilots and operators- particularly those operating in remote areas where aviation gasoline remains rare to non-existent even today. For more information view our updated Privacy & Cookie Policies. Once a turbine engine starts, the igniters are turned off; ignition is constant as air and fuel are continually fed to the engine and the fire continually burns. The problem that accompanies this idea stems from the fall-off in engine output as altitude increases. But whatever the decision- the added load must also work within the weight-and-balance envelope. The CG range of the Cessna 208 Caravan, a true freight hauler, is 55.7 centimetres. © Copyright Civil Aviation Safety Authority Australia, Single and loving it: making the turboprop transition. The Siberian Aeronautical Research Institute, named after S. A. Chaplygin (SibNIA), believes its TVS-2MS turboprop conversion of the classic Antonov An-2 piston airliner could prolong the life of the venerable aircraft into a ninth decade, with Africa … A problem for them is the maintenance involved and the excess temperatures produced by the act of compressing the air. That’s around 165 KIAS, depending on conversion. The reality, however, is that knowing how the engine works is a small part of flying a turboprop. He later purchased the type certificate for the Mallard and incorporated the turbine STC into the type certification. Where the process of combustion in a piston engine occurs in individual, distinct ignition events, a turbine engine is ingesting and compressing air, accepting fuel, and igniting that mixture continually—a piston engine might be considered a ‘rapid explosion’ device, while a turbine is a ‘continually exploding’ power source. You have entered an incorrect email address! Nope, only corporations and the well-to-do can burn Jet A. And it always ignored a couple of realities of turbine operations: First- kerosene- Jet-A and the like boast heat contents far lower than gasoline - so all other things being equal- an airplane powered by Jet A needs more fuel to produce the same amount of work. Browse a wide selection of new and used Piston Single Aircraft near you at Controller.com. Predictably, converting a piston airplane to turbine power wasn’t exactly a slam dunk. Even without converting this to distance in centimetres, you can visualise a wide variety of performance and handling with variations within the allowable centre of gravity envelope. A piston engine’s ignition system operates the entire time the engine is running, providing spark to the cylinders. Unlike its singleengine kin- with full fuel the Royal Duke remains a genuine hauler- with 750 pounds of payload available. The advantage at altitude is what gives turboprops such appeal. From 1970 to 1984, Frakes converted 8 Mallards while in Texas. Following- we’ll look at three of the betterknown and longer-running conversions on the market- recognizing that others exist – and that more will be coming in the future. It operates at much higher temperatures, and the turbine spins as fast as 45,000 rpm, so a turboprop engine must be constructed of extremely heat-resistant metals and be very well balanced to handle rotational forces. 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