Flare Technique ?
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- Posts: 9
- Joined: Thu Mar 05, 2020 10:16 pm
Flare Technique ?
Hi everyone this is my first time flying a Turbo Prop aircraft. This is all new to me. I bought this aircraft last week and finally yesterday I managed to complete my first flight after several fails attempt. I would like to know what is the procedure for landing and performing a good flare? For example what altitude or what power setting do you guys use? Any help will be very appreciated.
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Re: Flare Technique ?
Hi!
Looking at the RW aircraft, you should calculate your reference speed from the performance tables (it's between 109 kts from 15000lbs and 100 kts at 12000lbs for full flaps and the same +20 kts for flaps up approaches). You should then fly the approach at ref speed plus 10 knots, maybe a bit more for windy conditions. At 50 ft above the runway, the speed should be the reference speed you calculated. The aircraft's EGPWS will give you call-outs from 50 ft down to 10 ft. At 10 feet pull the power to idle and fly the aircraft down to the touchdown. Don't flare it like you would in a little Cessna or similar, this is a comparatively large aircraft that wants to be flown down all the way. After touchdown de-rotate (bring the nose gear gently down) and bring the power levers back to Ground Fine or even Reverse, if required.
Hope that helps.
Best regards,
Markus
Looking at the RW aircraft, you should calculate your reference speed from the performance tables (it's between 109 kts from 15000lbs and 100 kts at 12000lbs for full flaps and the same +20 kts for flaps up approaches). You should then fly the approach at ref speed plus 10 knots, maybe a bit more for windy conditions. At 50 ft above the runway, the speed should be the reference speed you calculated. The aircraft's EGPWS will give you call-outs from 50 ft down to 10 ft. At 10 feet pull the power to idle and fly the aircraft down to the touchdown. Don't flare it like you would in a little Cessna or similar, this is a comparatively large aircraft that wants to be flown down all the way. After touchdown de-rotate (bring the nose gear gently down) and bring the power levers back to Ground Fine or even Reverse, if required.
Hope that helps.
Best regards,
Markus
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- Joined: Thu Mar 05, 2020 10:16 pm
Re: Flare Technique ?
Thank you very much for your response. I will try what you have suggested it took me a good amount of time to get use to this new aircraft when you coming from flying airliners. But I do like this amazing aircraft. This is my first Milviz purchase and i will be purchasing more in the future. I wasn't expecting this amount of quality system-wise aircraft. My next question since i couldn't find anything in the manual that relates to the condition lever, for example when do you use the high idl config or do I always have to keep it on low? I am very cautious when moving the condition lever as in my first attempt to fly this aircraft I had one engine fail due to the overstress on the left engine. I don't know if having both condition lever on high idl for takeoff caused one engine to fail. But i would like to know more about when do you use these condition lever or in what situation are they used?
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Re: Flare Technique ?
Follow the checklists and training videos.
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- Joined: Mon Feb 17, 2020 8:41 pm
Re: Flare Technique ?
Ok, so regarding the condition levers, you basically always have them in LOW IDLE when the engine is running. All that changes between LOW IDLE and HIGH IDLE is that the idle RPM (hence the name of the levers) goes from 62% to 70%, increasing idle power. So, when would you use HIGH IDLE? First, during engine start, when the first engine reaches its peak ITT, advance the running engine condition lever to HIGH IDLE to support a good cross-generator start on the second engine. The condition lever goes back to LOW IDLE when the second engine is running. Second, during short field take-offs and landings to give you a bit more power. Also an option for hot and high elevation airports.
Otherwise just leave them in LOW IDLE all the time.
Regards,
Markus
Otherwise just leave them in LOW IDLE all the time.
Regards,
Markus
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- Joined: Tue Feb 04, 2020 4:53 pm
Re: Flare Technique ?
Markus,
Usually condition levers are at low idle except for starting. However there are times you would want the get more energy out of the engines. Remember that the engines supply all the energy to run pressurization (from the bleeds), electrical (from the Generators), a few other small this and thats, and the air conditioning. As it turns out air conditioning can place quite a demand on the engines. So if its a hot day and you want to get the cabin nice and cool, run the condition levers closer to high idle. You dont have to go straight to high idle if you dont want to.
So the moral of the story is this. If you have a high demand of the engines (Air conditioning for example) then increase your condition levers. Since your energy of many forms comes from the engines, then if you are utilizing more energy for any purpose its ok to increase the condition levers. Personally if I am going to attempt a short field takeoff or landing I will go to high Idle. That way I have the max energy potential for what I am attempting.
So a logical question is this: where did I come up with all this BS? Answer: The King Air book by Tom Clements. There is all sorts of great kingair info in there. Available on amazon, I got mine on a kindle.
Hope this helps
Brian (and yes I am a RW pilot- 767)
Usually condition levers are at low idle except for starting. However there are times you would want the get more energy out of the engines. Remember that the engines supply all the energy to run pressurization (from the bleeds), electrical (from the Generators), a few other small this and thats, and the air conditioning. As it turns out air conditioning can place quite a demand on the engines. So if its a hot day and you want to get the cabin nice and cool, run the condition levers closer to high idle. You dont have to go straight to high idle if you dont want to.
So the moral of the story is this. If you have a high demand of the engines (Air conditioning for example) then increase your condition levers. Since your energy of many forms comes from the engines, then if you are utilizing more energy for any purpose its ok to increase the condition levers. Personally if I am going to attempt a short field takeoff or landing I will go to high Idle. That way I have the max energy potential for what I am attempting.
So a logical question is this: where did I come up with all this BS? Answer: The King Air book by Tom Clements. There is all sorts of great kingair info in there. Available on amazon, I got mine on a kindle.
Hope this helps
Brian (and yes I am a RW pilot- 767)
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- Joined: Thu Mar 05, 2020 10:16 pm
Re: Flare Technique ?
Thank you all for both Marcus and Brian's good explanation just what i needed for the condition lever. Marcus i did see that part in the checklist after start to push the right condition lever to high idle with the left lever on low idle .
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- Joined: Mon Feb 17, 2020 8:41 pm
Re: Flare Technique ?
Hi Brian,
very good points on that. Well, let me just say that we leave the condition levers in LOW most of the time except for short field operations. As you certainly know the airconditioning on a King Air is poor at best anyway - also described by Tom in his great book. Increased cooling is far more efficient with at least one bleed air valve turned to ENVIR OFF.
Btw, Tom's book is actually a very good source for people flying the King Air both RW and in the sim for explanation and reference ... and Volume 2 is out now!
https://kingairbook.com/
Best regards,
Markus
very good points on that. Well, let me just say that we leave the condition levers in LOW most of the time except for short field operations. As you certainly know the airconditioning on a King Air is poor at best anyway - also described by Tom in his great book. Increased cooling is far more efficient with at least one bleed air valve turned to ENVIR OFF.
Btw, Tom's book is actually a very good source for people flying the King Air both RW and in the sim for explanation and reference ... and Volume 2 is out now!
https://kingairbook.com/
Best regards,
Markus