BeechTalk - BT

Username Protected · **Posted:** 29 Apr 2016, 11:16

I was reading the SF-50 thread and noticed that someone posted this excerpt below. I know there are plenty of eclipse threads here, but this didnt seem to directly fit into any so I thought I would start a new thread about what is said below. Is this really accurate?? Surely it is a typo or something. I can't imagine either of the below statements to be true.

Quote:

7.6.2 The second special characteristic is that the EA-500 engines cannot be shut down in the event of a total loss of electrical power. With both generators off line and all battery power depleted, the engines cannot be shut down with the engine selector switches or fire/armed switches. The EA-500 engine thrust will be fixed at the last requested fuel flow setting based on thrust lever angle (TLA) used at that time. Although this situation is adequately covered in the AFM emergency procedures, it merits being listed as a special flight characteristic. If this emergency occurs in flight, the aircraft must be landed before battery power is depleted.

7.6.3 The third special characteristic for training providers involves changes in aircraft performance with the ice protection equipment ON. There is a zero climb performance at 15,000 feet with all engines operating and ice protection equipment ON. If one engine fails with ice protection equipment ON, the aircraft may be unable to climb as low as 5,000 feet.

Username Protected · **Posted:** 29 Apr 2016, 11:42

5000ft, just like an apache on one engine

Username Protected · **Posted:** 29 Apr 2016, 11:44

It's beats the SF50 OEI rate!

Username Protected · **Posted:** 29 Apr 2016, 12:10

Username Protected wrote:

Quote:

7.6.2 The second special characteristic is that the EA-500 engines cannot be shut down in the event of a total loss of electrical power. With both generators off line and all battery power depleted, the engines cannot be shut down with the engine selector switches or fire/armed switches. The EA-500 engine thrust will be fixed at the last requested fuel flow setting based on thrust lever angle (TLA) used at that time. Although this situation is adequately covered in the AFM emergency procedures, it merits being listed as a special flight characteristic. If this emergency occurs in flight, the aircraft must be landed before battery power is depleted.

That is an accurate statement. There is absolutely NO control over the engines with the electrical power off. I figured if I had a electrical failure, or shut down the electrics, the ONLY way to get it on the ground is to run to fuel exhaustion, and dead stick it, no flaps.

Not as scary as it sounds, actually. I did it in practice a few times.

The flight controls are always full manual, the gear has a manual extension mode. That's all you'd need - provided you've got good VFR. You'd have an entirely dark airplane, and I mean DARK, right down to NO instruments, no radios, no lights.

Username Protected · **Posted:** 30 Apr 2016, 01:53

Yup true statement

You must undo the nose bonnet and hook up 24 volts to shut the motors down or unplug some cannon plugs from the motor or run it out of gas on the ground. But all low probability events unless your batteries are really bad. Engine heat is rarely used and zaps 2-3% N2 speed . Almost never needed this or windshield heat.

Username Protected · **Posted:** 03 May 2016, 14:36

Username Protected wrote:

Yup true statement

You must undo the nose bonnet and hook up 24 volts to shut the motors down or unplug some cannon plugs from the motor or run it out of gas on the ground. But all low probability events unless your batteries are really bad. Engine heat is rarely used and zaps 2-3% N2 speed . Almost never needed this or windshield heat.

You can kill the fuel manually at the back of the engine (on the ground of course). Pratt did want a mechanical fuel shut off in the cockpit but Vern didn't.