19 Nov 2025, 21:23 [ UTC - 5; DST ]
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Post subject: Re: TBM 940  Posted: 07 Mar 2019, 20:51 |
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Joined: 01/01/10
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Location: Roseburg, Oregon
Aircraft: Citation Mustang
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Username Protected wrote: Guessing here, but the possibility of the system popping boots too soon, causing bridging?  My WAG, anyway. Ice bridging is old school. With the current boots they recommend activated as soon as visible ice is detected. I have the same thing on the Mustang. They work great.
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Post subject: Re: TBM 940 Posted: 07 Mar 2019, 21:16 |
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Joined: 09/16/10
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Username Protected wrote: I'm curious if auto-throttle equates to full FADEC in all aspects. .. Auto throttle to me, means I an dial up a speed and the plane will hold it. Or am I old fashioned?
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Post subject: Re: TBM 940 Posted: 07 Mar 2019, 21:26 |
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Joined: 11/08/12
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Location: Live in San Carlos, CA - based Hayward, CA KHWD
Aircraft: Piaggio Avanti
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Username Protected wrote: Guessing here, but the possibility of the system popping boots too soon, causing bridging? My WAG, anyway. Ice bridging is a myth. With the current boots they recommend activated as soon as visible ice is detected. I have the same thing on the Mustang. They work great.
FIFY! 
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-Jon C.
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Post subject: Re: TBM 940 Posted: 07 Mar 2019, 22:44 |
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Joined: 06/16/10
Posts: 149
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Location: Toronto, Canada
Aircraft: 601P
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Username Protected wrote:
If it does all that then it basically just comes down to manually dealing with the inertial separator, the rest would be pretty low workload, and lower the risk of pilot-induced premature HSI... Video shows the INS operating automatically. I want one!
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 00:47 |
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Joined: 09/11/09
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Company: Middle of the country company
Location: Tulsa, Ok
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Username Protected wrote: Ice bridging is a myth. With the current boots they recommend activated as soon as visible ice is detected. I have the same thing on the Mustang. They work great. FIFY!
color me wrong, then........won’t be the last time! 
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 02:51 |
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Joined: 08/23/10
Posts: 909
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Username Protected wrote: Guessing here, but the possibility of the system popping boots too soon, causing bridging? My WAG, anyway. Ice bridging is old school. With the current boots they recommend activated as soon as visible ice is detected. I have the same thing on the Mustang. They work great.
The Mustang has auto-deice?
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 03:12 |
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Joined: 07/01/17
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Location: Irvine, CA
Aircraft: DA-42-NG
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This seems to be the first major advancement(s) in GA (prop) turbine engine management in a long, long, long time. If it works as advertised, it is impressive on many fronts. What a plane  Username Protected wrote:
If it does all that then it basically just comes down to manually dealing with the inertial separator, the rest would be pretty low workload, and lower the risk of pilot-induced premature HSI... Video shows the INS operating automatically. I want one!
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 10:27 |
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Joined: 09/16/10
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Username Protected wrote: If it does all that then it basically just comes down to manually dealing with the inertial separator, the rest would be pretty low workload, and lower the risk of pilot-induced premature HSI... Don't pilots have different views on the inertial separator being used on the ground for taxi.
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 10:32 |
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Joined: 01/08/11
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Location: California
Aircraft: C182 B350
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Username Protected wrote: If it does all that then it basically just comes down to manually dealing with the inertial separator, the rest would be pretty low workload, and lower the risk of pilot-induced premature HSI... Don't pilots have different views on the inertial separator being used on the ground for taxi.
Not really.
There's the intelligent way, and the stupid, reckless way.
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 11:09 |
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Joined: 01/28/13
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Location: Indiana
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Username Protected wrote: Don't pilots have different views on the inertial separator being used on the ground for taxi. As Bill posted there is a right way and another way. Some differences you mention John may be a pilot vs an owner/pilot, owner/pilot might be more concerned with FOD ingestion. $$$ Ground ops for me are with I/S engaged. Only time it wouldn't be possibly, hasn't happened though, is if the OAT were sooo high that could not taxi and have engine parameters stay cool enough.
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KEVV
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 11:20 |
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Username Protected wrote: Not really.
There's the intelligent way, and the stupid, reckless way. Okay, but which is which? This is the context of a TBM, things are lower to the ground. Some I hear don't want it open for taxi. As they have videoed crap getting sucked up via that pathway. If I recall correctly, at idle the engine sucks 180 gallons of air per second. I am told there is a video of a TBM pulling up grit. Believed to happen because it is the path of least resistance when there is not enough air being directed in the front intake. Is this what you espouse, or something different?
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 11:22 |
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Username Protected wrote: Some differences you mention John may be a pilot vs an owner/pilot, owner/pilot might be more concerned with FOD ingestion. I was introduced to this line of thought at Sim Com. Totally concerned about FOD. Always. Just glad to get the real information on things. Me, I'm dull and just go by the book.
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Last edited on 08 Mar 2019, 11:31, edited 1 time in total.
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 11:30 |
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Joined: 01/08/11
Posts: 919
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Location: California
Aircraft: C182 B350
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Username Protected wrote: Not really.
There's the intelligent way, and the stupid, reckless way. Okay, but which is which? This is the context of a TBM, things are lower to the ground. Some I hear don't want it open for taxi. As they have videoed crap getting sucked up via that pathway. If I recall correctly, at idle the engine sucks 180 gallons of air per second. I am told there is a video of a TBM pulling up grit. Believed to happen because it is the path of least resistance when there is not enough air being directed in the front intake. Is this what you espouse, or something different?
Hi John,
By the rules, that should have been in GREEN. Just a cut at technique wars.
I'm really not that funny; ask my wife.
As Chuck pointed out, it's ALL about nuttin' getting into that compressor but nice clean air. Some aircraft in some conditions (like hot OAT) present challenges with INERT SEP use, which have to be considered, but to me, SOP is INERT SEP extended on ground.
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Post subject: Re: TBM 940 Posted: 08 Mar 2019, 12:35 |
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Joined: 06/02/15
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Location: Fresno, CA (KFCH)
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Username Protected wrote: If it does all that then it basically just comes down to manually dealing with the inertial separator, the rest would be pretty low workload, and lower the risk of pilot-induced premature HSI... Don't pilots have different views on the inertial separator being used on the ground for taxi.
Not if they follow the “book”!
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