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About pict

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  • Birthday 02/29/1984

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  1. At my company we bring them back to the areas of the “T” and “U” in “MIXTURE” as we didn’t have an EGT gauge fitted to ours. We only lean when the engines are set to cruise power (23”/2300).
  2. Good afternoon, Was just wondering if anyone else was experiencing engine fires whenever time acceleration is used. I haven’t tried the ground speed acceleration to verify if that’s affected as well yet though. What I noticed a few times was, at first it happened during climbout - despite ITT being stable and below 800C, everything works fine until I enabled Ctrl-T to 2x or 4x (I never used higher than that) - after a few minutes I’ll get the warning about engine temperature exceeding 840C (despite the ITT indication showing 775C) then a split second later, lose all electrics and a fire i
  3. In real life (at Seabourne and Eagle at least) they use the time charging/cooling the batteries to sort out any last minute paperwork, weight and balance issues, flight plan and other miscellaneous issues that pop up). So the wait actually doesn't seem too long, of course it'll feel long when you're watching a computer monitor. :-)
  4. If I remember right, the CT7's bleed air in Auto position will shut them off automatically during start to keep maximum airflow into the combustors' drums during the initial lightoff (keeps down the temperature spike), then enable them after the engineis self-sustaining, hence the resetting them then placing them in the auto position. Regarding the second question, turning off the avionics before start reduces the power spike that occurs on the ESS electrical busbar during the first few seconds of engine start. At any rate, the avionics are "kicked off" the ESS busbar during start up until t
  5. The relay should be automatic. Ensure parking brakes on (v key) Turn on both batteries (to the on position), then turn on the battery temperature display, ensure its showing <56C for BOTH batteries (maybe the max is higher, cant remember off the top of my head). Set the volts/amps switch to right gen. Move the condition lever for #2 to start and feather, then move the start switch to #2, hold it for 2 seconds. -at this point the engine should catch and stabilise with the prop feathered after a few seconds. Turn on #2 generator by first moving thr switch to the RESET position, afte
  6. Actually on the real airplane the propeller brake is optional and only found on the #2 engine if installed - the prop for engine #1 is often tied with a strap to the rail of the airstair to prevent windmilling. The #2 engine is left free and will windmill in windy conditions. -Xavier
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