Moving up question… Going from a Mooney Ovation to possible JetProp… Are people comfortable basing a JetProp on 2k’ runways? If using beta has a higher risk of FOD ingestion…. Is the 2k’ runway not a good idea…? 😃

@caseyaviation

8 күн бұрын

2,000 FT is just too dang short! I’ve got a few pilots that operate out of a 2600ft strip (such as KSQL near San Francisco), but 2k leaves no room for margin whatsoever. At SQL there is usually a headwind that can be a help, and the runway is very near sea level. I’m afraid that I’d bypass on 2,000ft runway length with any PA46. The JetPROP is certainly the “short field king” of the PA46 lineup of airplanes because it has 560HP with only 4300# MGW, but it must be flown extremely accurately to operate from such a short strip. If there was any flaw in airmanship, and change in wind component, any failure of a brake, it would be utter disaster for the airplane and pilot.

Great explanations as usual! How about the feather check, better to do it while taxiing or standing still?

@caseyaviation

2 ай бұрын

I’ve seen some operators of some really big P/W engines advocate to testing the feather feature while taxiing the airplane. That is certainly better for FOD prevention because the airplane is moving forward and probably outrunning any disturbed debris that could become FOD. But, those operators are dual-cockpit-crew airplanes and they use crew coordination extensively to ensure that the captain is steering (with the tiller) and the copilot feathers the prop while taxiing. In a single-pilot, single engine airplanes, the threat to doing this on the roll is that your attention would be diverted and you taxi into something or off the taxiway. In the PA46 world we’ve seen 3 off-taxiway events (that I know of) where the nose gear collapsed and engine damage occurred while the pilot was distracted while taxiing. Simply put, in single-pilot airplanes, I don’t advocate the pilot doing anything while taxiing except to taxi. The other option is to simply not do this check before each flight. The prop is feathered on every single shutdown of the engine. and I’ve never see the prop not feather when the prop lever is brought to feather. Simply put, this check is important, but not important before each and every flight because it is tested at the end of the last flight. To me, the threat of disturbing debris that can become FOD is greater than the benefit of knowing the prop feathered while taxiing. Some checks are more important than others, and this check is one of the lesser checks, IMO. For instance, there are some checks that the pilot doesn’t do on every flight, but usually on the “first flight of the day”. To me, those checks are less important, and so is the feather check on a SE turbine. I hope this helps

@gostatyrefors5612

2 ай бұрын

@@caseyaviation always the wisest awnsers from you! Thank You! One more thought, if you are doing a runup and do the govenor check first, how many fod particles could be left under the engine. You blast away a lot of stuff at 2000 rpm..

@AC-jk8wq

13 күн бұрын

Moving up question… Going from a Mooney Ovation to possible JetProp… Are people comfortable basing a JetProp on 2k’ runways? If using beta has a higher risk of FOD ingestion…. Is the 2k’ runway not a good idea…?

Noobie question - Why is the air intake located below the engine and close to the ground? Wouldn't it be better to have it on top of the engine?

@gostatyrefors5612

2 ай бұрын

It is actually not normally an intake, rather an exhaust that in some unfourtunate situations becomes an intake