t/o and climb settings?
- marc.delaloy51
- Posts: 18
- Joined: Fri Apr 10, 2020 5:56 pm
t/o and climb settings?
A reel turboprop pilot could you explain me how did you manage your t/o and climb to cruise.
Actually a set full power then t/o
12° pitch
positive climb => gear up
and i climb in full power until cruise. ITT near 800°c & prop rpm at 1700
How did you set you torq & prop rpm for initial climb (NADP proc) then climb to cruise?
All the best
Actually a set full power then t/o
12° pitch
positive climb => gear up
and i climb in full power until cruise. ITT near 800°c & prop rpm at 1700
How did you set you torq & prop rpm for initial climb (NADP proc) then climb to cruise?
All the best
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- Posts: 106
- Joined: Sat Jul 23, 2011 7:24 pm
- Location: TX, USA
Re: t/o and climb settings?
Various techniques exsist between operators on how they use the OEM checklists, but here is very general profile:
2 types of take off, static (hold the brakes, advance power) or rolling.
Normally 10 degrees is used for initial pitch setting with command bars.
Climb at V35 until clear of obstacles, then accel to your climb schedule, normally flaps are not used.
During the climb checklist, set 1600 prop rpm and adjust power, recommended cruise climb is 785 ITT, but 800 works as well.
As you climb, use FLC to maintain the climb schedule and adjust %Torque while observing ITT limits, with torque continuing to decrease as you climb.
Climb schedule:
SL-10k=170kts
10-15k=160
15-20k=150
20-25k=140
25-30k=130
30-35k=120
2 types of take off, static (hold the brakes, advance power) or rolling.
Normally 10 degrees is used for initial pitch setting with command bars.
Climb at V35 until clear of obstacles, then accel to your climb schedule, normally flaps are not used.
During the climb checklist, set 1600 prop rpm and adjust power, recommended cruise climb is 785 ITT, but 800 works as well.
As you climb, use FLC to maintain the climb schedule and adjust %Torque while observing ITT limits, with torque continuing to decrease as you climb.
Climb schedule:
SL-10k=170kts
10-15k=160
15-20k=150
20-25k=140
25-30k=130
30-35k=120
- marc.delaloy51
- Posts: 18
- Joined: Fri Apr 10, 2020 5:56 pm
Re: t/o and climb settings?
you reduce prop rpm a 1500 ft?
-
- Posts: 106
- Joined: Sat Jul 23, 2011 7:24 pm
- Location: TX, USA
Re: t/o and climb settings?
Yes normally, but you can continue with 1700 RPM if you need to gain altitude over distance. 1500 RPM per charts for cruise, if you need to come down in a hurry props back up to 1700 (they act like giant speedbrakes).
- marc.delaloy51
- Posts: 18
- Joined: Fri Apr 10, 2020 5:56 pm
Re: t/o and climb settings?
thanks for your reply!!! i will be more efficiency next flight!
All the best
All the best
- trevorbair
- Posts: 10
- Joined: Sun Dec 22, 2019 2:43 am
Re: t/o and climb settings?
Just to add my thoughts to what @Victory103 said, as long as you set TO and CLB power to observe the limits, you'll be in good shape. I'm not typed in the King Air 350 but from my experience flying the Caravan EX (PT6A-140 engines, 867shp) it's rare that we need "full" power for takeoff - we often set power close to the torque limit (2397 ft. lbs for us) and adjust to keep it below the limits during the takeoff roll (note: TRQ will creep up slightly as you roll. for us, it's +30 ft lbs from 0-60 knots). Then, like Victory103 said, as you climb, TRQ will decrease and ITT will eventually become your new limiting factor, but you should be able to keep bumping the power levers forward as you climb until you get limited by TRQ then ITT.
RPM reduction for us happens as part of the cruise checklist. Just remember that power = Torque x RPM so when you adjust RPM and don't move the power levers, torque will have to change summarily, so don't exceed a limit when you're bringing the prop back. Have a good flight!
RPM reduction for us happens as part of the cruise checklist. Just remember that power = Torque x RPM so when you adjust RPM and don't move the power levers, torque will have to change summarily, so don't exceed a limit when you're bringing the prop back. Have a good flight!
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- Posts: 89
- Joined: Sun Sep 07, 2014 10:46 am
Re: t/o and climb settings?
As soon as i get the landing gear and the flaps up and activate the autopilot i set the rpm to 1500. Is that wrong? On my case the airplane climbs faster with 1500 rpm. 

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- Posts: 7
- Joined: Fri Feb 07, 2020 6:13 pm
Re: t/o and climb settings?
Probably a dumb question, but what is V35? Can't seem to find any reference to it anywhere on the internet.
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- Posts: 106
- Joined: Sat Jul 23, 2011 7:24 pm
- Location: TX, USA
Re: t/o and climb settings?
From the Beech manual: V2 at 35' AGL with both engines operating. One could also use V2 to clear obstacles.
For the autopilot, 400' AGL is the minimum for use, but it's a game do what you want. Real world, I generally advise hand flying up to cruise depending on what's going on (busy airspace, complex SID, slow co-pilot).
I'm sure the charts will be around, but you would have a Take Off and Landing Data card (TOLD) showing max torque/weights for OEI and all V-speeds. You can push the power to 100% Tq/820 ITT for a given time, but that's not normal.
For the autopilot, 400' AGL is the minimum for use, but it's a game do what you want. Real world, I generally advise hand flying up to cruise depending on what's going on (busy airspace, complex SID, slow co-pilot).
I'm sure the charts will be around, but you would have a Take Off and Landing Data card (TOLD) showing max torque/weights for OEI and all V-speeds. You can push the power to 100% Tq/820 ITT for a given time, but that's not normal.
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- Posts: 7
- Joined: Fri Feb 07, 2020 6:13 pm
Re: t/o and climb settings?
Brilliant, thank you!
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- Posts: 157
- Joined: Sat May 09, 2015 2:33 am
Re: t/o and climb settings?
Just a quick note on landing.
Per the Beech AFM landing is at 1500 RPM, then if you want ground fine or reverse you push the props forward then lift up and pull back on the power levers.
I call that the Tom C method. Tom worked at Beechcraft in the 1970s as an instructor and thus some of his techniques seem to have made it into the official AFM.
However, when you lower the gear you get an amber REV NOT READY and MASTER CAUTIONS lights. A couple of us outcast instructors never liked this for a smooth landing nor did we like the possibility that a pilot might miss pushing the props up before selecting ground fine and reverse. (A constant issue after teaching thousands of initial qualification students.) So we rebelled and went against the mighty Tom C method of landing. We taught to push the props to 1700 before lowering the gear. Thus no REV NOT READY and the Propellers are ready for ground fine and reverse immediately on touchdown.
This is now one of the hugest controversies in the King Air community with people violently arguing one way or the other.
Per the Beech AFM landing is at 1500 RPM, then if you want ground fine or reverse you push the props forward then lift up and pull back on the power levers.
I call that the Tom C method. Tom worked at Beechcraft in the 1970s as an instructor and thus some of his techniques seem to have made it into the official AFM.
However, when you lower the gear you get an amber REV NOT READY and MASTER CAUTIONS lights. A couple of us outcast instructors never liked this for a smooth landing nor did we like the possibility that a pilot might miss pushing the props up before selecting ground fine and reverse. (A constant issue after teaching thousands of initial qualification students.) So we rebelled and went against the mighty Tom C method of landing. We taught to push the props to 1700 before lowering the gear. Thus no REV NOT READY and the Propellers are ready for ground fine and reverse immediately on touchdown.
This is now one of the hugest controversies in the King Air community with people violently arguing one way or the other.
