24 Apr 2024, 02:13 [ UTC - 5; DST ]
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Post subject: Re: Flying the TBM 850 Posted: 16 Oct 2019, 22:43 |
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Joined: 04/06/11 Posts: 7955 Post Likes: +3996
Aircraft: Warbirds
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Username Protected wrote: Did you see the cool off procedure posted on TBMOPA forum? Using a modified leaf blower and a cowl scoop foam insert with a hole, a 2 minute run of cool air substantially lowered temperatures post shut down, allowing for a quick turn without motoring. A large drop in temps was followed by a steady rise post blowing, the temps remained below the cooling achieved by motoring. I thought it was a great idea. The author backed up the data with temp/time graphs. Several responders questioned the viability of carrying a lithium leaf blower or small gas engine in the plane. If the Pilatus can haul a pair of fueled up motorcycles, I doubt a quart of engine fuel in a metal can and an empty gas leaf blower would pose a problem. Not sure about lithium ion batteries but the mfgrs. claim them to be stable. Fireproof battery bags are available if one was extra careful. You’re bringing back nightmares for me of the Pond Racer. The crew would travel in an A-26 Invader with 2 stroke leaf blowers. The PR was so tightly cowled that turbos would over heat on shut down and coke up seals. So on shut down weed wacker leaf blowers would blow air into the cowls as others would use Makita screwdrivers to remove the top carbon fiber cowls, held on by some 50 screws. This was a Twin so your doing 2 sides. Meanwhile the coolant gets hot so the pop off outlet was an area to lean away from as they will squirt some hot liquid out at some point. Ain’t Air Racing so much fun!
_________________ Be careful what you ask for, your mechanic wants to sleep at night.
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 08:32 |
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Joined: 08/24/13 Posts: 8461 Post Likes: +3711 Company: Aviation Tools / CCX Location: KSMQ New Jersey
Aircraft: TBM700C2
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Username Protected wrote: You’re bringing back nightmares for me of the Pond Racer. The crew would travel in an A-26 Invader with 2 stroke leaf blowers. The PR was so tightly cowled that turbos would over heat on shut down and coke up seals. So on shut down weed wacker leaf blowers would blow air into the cowls as others would use Makita screwdrivers to remove the top carbon fiber cowls, held on by some 50 screws. This was a Twin so your doing 2 sides. Meanwhile the coolant gets hot so the pop off outlet was an area to lean away from as they will squirt some hot liquid out at some point. Ain’t Air Racing so much fun! Similar to Formula One cars when they stop. Blowers at each wheel and engine bits.
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 08:45 |
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Joined: 09/05/09 Posts: 4109 Post Likes: +2751 Location: Small Town, NC
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Username Protected wrote: Motor: After going thru the normal shutdown routine, while still windmilling turn on starter No fuel, time no more than 30 seconds, or stop at 120C on temp. I’ll try that today. Awesome tip- thank you.
_________________ "Find worthy causes in your life."
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 09:05 |
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Joined: 09/02/09 Posts: 8454 Post Likes: +8429 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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I guess I’m just lucky. I motor watching the clock and ITT. If the ITT drops below 150 within 30 seconds, which it always does, I introduce fuel. I never get an ITT rise past about 770.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 18:17 |
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Joined: 04/06/11 Posts: 7955 Post Likes: +3996
Aircraft: Warbirds
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Username Protected wrote: You’re bringing back nightmares for me of the Pond Racer. The crew would travel in an A-26 Invader with 2 stroke leaf blowers. The PR was so tightly cowled that turbos would over heat on shut down and coke up seals. So on shut down weed wacker leaf blowers would blow air into the cowls as others would use Makita screwdrivers to remove the top carbon fiber cowls, held on by some 50 screws. This was a Twin so your doing 2 sides. Meanwhile the coolant gets hot so the pop off outlet was an area to lean away from as they will squirt some hot liquid out at some point. Ain’t Air Racing so much fun! Similar to Formula One cars when they stop. Blowers at each wheel and engine bits. But they're all at the same place at least. Not flying to a different airport and bringing crew with.
_________________ Be careful what you ask for, your mechanic wants to sleep at night.
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 21:12 |
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Joined: 06/02/15 Posts: 2724 Post Likes: +1709 Location: Fresno, CA
Aircraft: T210M
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Username Protected wrote: I guess I’m just lucky. I motor watching the clock and ITT. If the ITT drops below 150 within 30 seconds, which it always does, I introduce fuel. I never get an ITT rise past about 770. Not lucky, just doing it right. I have noticed the timing of the start sequence varies due to differences in FCU scheduling. Sounds like yours spools up quickly. On some engines it’s pretty hard to motor 30 seconds then start within the 60 second limit on the Starter/Gen.
_________________ Tom DeWitt Previous: TBM850/T210M/C182P APS 2004
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 21:52 |
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Joined: 09/02/09 Posts: 8454 Post Likes: +8429 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 21:57 |
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Joined: 08/10/14 Posts: 1734 Post Likes: +832 Location: Northwest Arkansas (KVBT)
Aircraft: TBM850
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Username Protected wrote: I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT. This matches my limited experience motoring on a quick fuel stop restart. I'll be doing it again twice this weekend in NC so happy to refresh my knowledge of the procedure...
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 22:03 |
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Joined: 05/23/08 Posts: 6059 Post Likes: +703 Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
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True start limit is actually 1000C for 5 sec max on the -66D. 870 for 20 sec max.
Please login or Register for a free account via the link in the red bar above to download files.
_________________ Former Baron 58 owner. Pistons engines are for tractors.
Marc Bourdon
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 22:05 |
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Joined: 06/02/15 Posts: 2724 Post Likes: +1709 Location: Fresno, CA
Aircraft: T210M
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Username Protected wrote: I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT. That’s great, sounds like you got one that runs cool. Just curious, in the above example how long is the total time for the start?
_________________ Tom DeWitt Previous: TBM850/T210M/C182P APS 2004
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 22:27 |
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Joined: 08/10/14 Posts: 1734 Post Likes: +832 Location: Northwest Arkansas (KVBT)
Aircraft: TBM850
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Username Protected wrote: True start limit is actually 1000C for 5 sec max on the -66D. 870 for 20 sec max. Is this like how the book says Continental's IO550 limit in cruise is 460 deg? Though I've never seen over 800, if I exceeded 850 on start I can't imagine not cutting off the fuel...the potential risk is significant.
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Post subject: Re: Flying the TBM 850 Posted: 17 Oct 2019, 23:05 |
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Joined: 09/02/09 Posts: 8454 Post Likes: +8429 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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Username Protected wrote: I had a quick turn today at KABQ. They had the fuel truck pumping within 5 minutes of shutdown. It was 60 degrees and when I was ready to start 20 minutes later residual ITT was 244. I motored 30 seconds to 140 degrees and introduced fuel. ITT peaked at 744 before retreating. This was with the IS on. Pretty typical even when hotter OAT. That’s great, sounds like you got one that runs cool. Just curious, in the above example how long is the total time for the start?
I’m not sure. Can check Monday on the return.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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Post subject: Re: Flying the TBM 850 Posted: 08 Mar 2020, 16:11 |
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Joined: 05/23/08 Posts: 6059 Post Likes: +703 Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
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Just back from KPMP Pompano, FL non stop, 1200 nm @FL310 in 4.5 hrs. Headwinds average 30 nm during the trip And landed with 62 gal or 1 hr of fuel reserve.
Please login or Register for a free account via the link in the red bar above to download files.
_________________ Former Baron 58 owner. Pistons engines are for tractors.
Marc Bourdon
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Post subject: Re: Flying the TBM 850 Posted: 08 Mar 2020, 16:46 |
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Joined: 07/17/15 Posts: 530 Post Likes: +502 Location: KSRQ
Aircraft: C510
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Very impressive range no doubt
_________________ Tony
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