King Air C-90

Nope, we picked up flight following and got vectored over Love and then north of the big towers. The 20kt head wind is tough on the GS. We were creeping along the ground at 85 kts.

Beat me? I think I remember landing before you and I snagged the golf cart! Was it a long walk to lunch? :)
 
txnightster said:
Nope, we picked up flight following and got vectored over Love and then north of the big towers. The 20kt head wind is tough on the GS. We were creeping along the ground at 85 kts.

Beat me? I think I remember landing before you and I snagged the golf cart! Was it a long walk to lunch? :)
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Sounds like they sent you on the same route as us... except we stayed west to land at Bourland first and pick up some folks. We had a great walk!
 
I flew from Addison to Greenville, SC on Monday and filed for FL210, but decided to climb higher enroute just to see how the plane handled and what the FF and TAS would be up there. There was a major storm system north of me moving east, and I would have to find a place to penetrate somewhere along the line. As I approached Columbus MOA, the storm was right on my route. I asked Memphis for suggestions and they offered to put me direct to a VOR in the southern MOA and asked if I could climb to FL250 which I did. Cabin was 10,000 up there; TAS of 228; FF of 170PPH nice tail wind had a ground speed of about 250. Was able to turn north direct Atlanta. It was IMC in tops at -20 C with no ice and just light chop. Greenville was clear when I arrived. Great flight! Very versatile plane. Wore a cannula.

Best,

Dave
 
Wow, 170 PPH per side is 50 GPH, not much more than my 421 at altitude! :D Of course your TAS is higher, but still 50 GPH at 228 knots ain't half bad. ;)
Dave Siciliano said:
I flew from Addison to Greenville, SC on Monday and filed for FL210, but decided to climb higher enroute just to see how the plane handled and what the FF and TAS would be up there. There was a major storm system north of me moving east, and I would have to find a place to penetrate somewhere along the line. As I approached Columbus MOA, the storm was right on my route. I asked Memphis for suggestions and they offered to put me direct to a VOR in the southern MOA and asked if I could climb to FL250 which I did. Cabin was 10,000 up there; TAS of 228; FF of 170PPH nice tail wind had a ground speed of about 250. Was able to turn north direct Atlanta. It was IMC in tops at -20 C with no ice and just light chop. Greenville was clear when I arrived. Great flight! Very versatile plane. Wore a cannula.

Best,

Dave
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N747JB said:
Wow, 170 PPH per side is 50 GPH, not much more than my 421 at altitude! :D Of course your TAS is higher, but still 50 GPH at 228 knots ain't half bad. ;)
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Time for you to trade in Charlene? Dunno how much you can get for her with that fresh buzzard strike. And then there's the ugly paint job. :D
 
rpadula said:
Time for you to trade in Charlene? Dunno how much you can get for her with that fresh buzzard strike. And then there's the ugly paint job. :D
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Yeah, my wife still thinks we should go ahead and paint her allover when we fix the baggage door!!:D My son wants to leave to door whatever color it is when we get it, he thinks a red or blue door would look good on old Charlene's nose! I do want to find a buzzard decal to put under the pilot's window.;)
 
Dave Siciliano said:
More on sulfidation. Someone was nice enough to send me this by an engineer with the MORE priogram. They have a real interest in maintaining longer engine life. According to him, operating the engine hotter will only change where sulfidation occurs on the turbine blades. Interesting. http://www.helimx.com/article/gas-turbine-engines-instructions-continued-airworthiness-why-0" target="_blank">http://www.helimx.com/article/gas-turbine-engines-instructions-continued-airworthiness-why-0 Best, Dave
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Thank you for that, the sulfidation part was interesting, but the piece above answered the why more heat for equal power, the nozzles aren't properly atomizing the fuel allowing it to burn further downstream.
 
N747JB said:
Wow, 170 PPH per side is 50 GPH, not much more than my 421 at altitude! :D Of course your TAS is higher, but still 50 GPH at 228 knots ain't half bad. ;)
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:confused::confused::confused: I have never seen a 421 use that kind of fuel, closer to half that. Want me to show you how to save a butt load of fuel?
 
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N747JB said:
Yeah, my wife still thinks we should go ahead and paint her allover when we fix the baggage door!!:D My son wants to leave to door whatever color it is when we get it, he thinks a red or blue door would look good on old Charlene's nose! I do want to find a buzzard decal to put under the pilot's window.;)
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John: If you want to keep the 421, don't take a flight in the C90; that's what happened to me with the P Baron. Fella wanted a partner and said why don't you take the KA up with an instructor a few times :D

I normally average about 60GPH on a trip. Where it's more than that is on the short ones where I stay lower or am coming down shortly after reaching peak altitude. Still want to try FL270 to see how it does up there. I'll save that for a strong tail wind condition or topping some weather.

Best,

Dave
 
Henning said:
Thank you for that, the sulfidation part was interesting, but the piece above answered the why more heat for equal power, the nozzles aren't properly atomizing the fuel allowing it to burn further downstream.
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I sent that to several folks and my mechanic ran it by our P&W guru. He said there will always be sulfidation, but it will accumulate faster at lower temps. Don't know how many hot sections he's done or supervised, but it's a bunch.
He confirmed the -21s can be run at redline all day.

When I put in the C90-1 power settings, my left engine is at redline or very close. On this trip, 853 torque put the left about 5 degrees under redline. Right was about 30 under.

Best,

Dave
 
Dave Siciliano said:
I sent that to several folks and my mechanic ran it by our P&W guru. He said there will always be sulfidation, but it will accumulate faster at lower temps. Don't know how many hot sections he's done or supervised, but it's a bunch.
He confirmed the -21s can be run at redline all day.

When I put in the C90-1 power settings, my left engine is at redline or very close. On this trip, 853 torque put the left about 5 degrees under redline. Right was about 30 under.

Best,

Dave
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I'd guess your left engine nozzles have a degraded atomization pattern. I wonder if that has any results WRT sulfidation?
 
Henning said:
I'd guess your left engine nozzles have a degraded atomization pattern.
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Having flown and watched the MX on that airplane for more than 3 years, I'd be willing to bet whatever you want that you're wrong. Pick a number.
 
:wink2:

Hey Dave,

When's the last time you had a hot section inspection (HSI)?

Kimberly
 
About a year before I purchased the plane. I believe it's required in about 1,500 more hours.

Best,

Dave
 
I wondered the same think Spike, but erred to the engine side of things. Tapping foot on floor. Of course, it is summer and the cabin is hot until the AC kicks in (g).

Best,

Dave
 
Dave Siciliano said:
I wondered the same think Spike, but erred to the engine side of things. Tapping foot on floor. Of course, it is summer and the cabin is hot until the AC kicks in (g).

Best,

Dave
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AC...

That's moving up the wish list.
 
Dave Siciliano said:
I wondered the same think Spike, but erred to the engine side of things. Tapping foot on floor. Of course, it is summer and the cabin is hot until the AC kicks in (g).

Best,

Dave
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This was more of a joke than anything. If you think for one minute I have ANY idea in regards to what ongoing inspections a King Air needs, you are sadly mistaken.

I was bragging about my flight in a King Air to just about all the pilots in the universe, including the mechanics and IA's. They were on a lunch break this past weekend. I spent the whole weekend (for free) working on a 182 and an Arrow - annual inspection stuff.

Of course they started asking me what KIND of King Air I would be lucky enough to be the passenger in. I didn't know but pulled up the Pilots Of America site in front of the group to find out. I remembered this thread and scrolled through to find the pictures of the panel.

Without reading the WHY they were looking at that one picture of the panel which showed the temps and they were questioning things.

Kimberly
 
If they were looking at temps, it was probably ITT. We have two limiting factors when we fly, max torque not to exceed an Internal Turbine Temp. Normally, lower I'm limited by torque, as we get higher, we become temp limited. I'll point that out to you when we fly so you can aptly discuss it with them when you return. Once at altitude, we actually set power according to a chart which shows what power we should be able to make. If we ever weren't able to set that power without over-temping, we would have to consider what was causing that limitation. We have a very thorough log where we check key readings about once a month. All looked good on the way back from Wisconsin last week.

Best,

Dave
 
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