Is single engine turboprop time worth it?
Trying to reach the magical 1000 hours turbine time for the majors. I know turboprop counts as turbine time. However, do majors count turboprop time if it's not multi? The hiring minimums don't specify that it has to be multi time but I'm worried that it's implied. Getting time in a single engine private turboprop is more realistic and economically feasible for me. Trying to get into a twin turboprop seems darn near impossible these days and if you have to chip in for the time forget about it, the operating costs are way too much. I'm trying to find a way to skip the regionals to avoid being stuck there for 5-8 years or longer trying to get PIC time and then build it. Even if I have to borrow money to pay for the time in a single engine turboprop now it seems to be worth it in the long run. Getting to the majors 5 years ahead of time would mean 5 years of double the wages. That means I could shell out a fortune for turbine time now and still come out ahead as long as it gets me to the majors sooner. Any thoughts?
What are the differences between Turbojet engines and TurboProp engines?
the answer above me is spot on. Turboprop has a propeller inside the jet engine like u see on a B747. Turbojet is just open maximising the air intake
How to use a turboprop engine?
I'm new to turboprops. I'm used to the good old manifold pressure, RPM, and mixture controls for engine management. I greatly enjoy Flight Sim 9 and Flight Sim X, but no one provides instructions on how to finesse turboprop engines. I fear it is woefully ignorant of me to just use the throttle lever and have the RPM on maximum speed and control the airspeed that way through all flight regimes. Thanks for all your help in advance!
Can a turboprop engine be defined as a turbine engine?
Yes! Absolutely my friend it is operated by the combination of a turbine,a cmpressor,a fuel tank, a oxidizer and a combustion chamber...so all of rocket,turboprop,turboshaft and ramjet engines can be define as turbine engines.
Why does a turbo prop loose torque while climbing?
Good grief Charlie Brown, without going in to great detail about turbine engines on turbo propeller driven aircraft the torque will stay the same. The propellers are turned at 100% torque all the time through the gearbox. The pitch can be changed from high to low, but he torque will remain the same. To maintain constant torque the fuel control unit (FCU) will add more fuel as required do to propeller pitch change. This is all linked from the governors to the FCU or ECU depending on the PT-6 you are taking about. Torque is a measure of load and is properly expressed in pound-inches (lb.-in.) or pound-feet (lb.-ft.) and should not be confused with work, which is expressed in inch-pounds (in.-lbs.) or foot-pounds (ft.-lbs.). The typical turboprop engine can be broken down into assemblies as follows: (1) The power section assembly, which contains the usual major components of gas turbine engines (compressor, combustion chamber, turbine, and exhaust sections). (2) The reduction gear or gearbox assembly whìch contains those sections peculiar to turboprop configurations. (3) The torquemeter assembly, which transmits the torque from the engine to the gearbox of the reduction section. (4) The accessory drive housing assembly. A gas turbine engine that delivers power through a shaft to operate something other than a propeller is referred to as a turboshaft engine. Turboshaft engines are similar to turboprop engines. The power takeoff may be coupled directly to the engine turbine, or the shaft may be driven by a turbine of its own (free turbine) located in the exhaust stream. The free turbine rotates independently. This principle is used extensively in current production turboshaft engines.
What is the engine transfer bearing in a turboprop engine?
There are mounts inside the engine bay called thrust mounts that transfer the thrust produced by the turbine of an engine through the bearings And mount to the airframe for forward flight.
Color me stupid. What is the point of a turbo-prop? If you got a turbine, why the extra hardware? Just jet it!
I wouldnt say it is stupid or ignorant, it is a perfectly logical question. Propellers are the most energy efficient means of propulsion. In the propeller system, the energy is produced by pushing a large mass of air with medium velocity. In a turbojet, a small mass of air is pushed at very high velocity. The larger mass, lower velocity is more energy efficient than the lower mass higher velocity. The trouble lies with the conventional piston engines. They are MECHANICALLY inefficient, a lot of energy being wasted in the reciprocating motion, cams, gears and all, and add to it the vibration induced by the reciprocating mass of the piston. The gas turbine has greater mechanical efficiency and far less vibration. In actual comparison a turbine of a given power output is also physically smaller than an equally powerful piston engine. Now if you merge the propeller with the gas turbine, you get the best of both worlds. That is your turboprop, economical, less complex, less noisy and efficient.
What is the difference between Turbofan and TurboProp?
Let me try an answer this question in a highly non-aerospace language.In a turbojet, turbine drives compressor only and whole of the thrust is produced by the super-accelerated gases exiting the exhaust of the core.In a turboprop, there always are two stages of turbine, high pressure turbine (HPT) driving the compressor whereas low pressure turbine (LPT) driving the open to freestream propeller. By the time air exits LPT it loses all its energy and is almost at ambient pressure. Hence there is no thrust generated by exhaust. Whereas, the aircraft is propelled forward by the propeller being driven by turbine by a set of gears.A turbofan is a hybrid of the above two. You can call it a turboprop with smaller propeller (referred to as fan here) driven by LPT, without a gear, and the fan stream of air (normally called bypass stream) flows inside a nacelle, giving better pressure recovery for better efficiency. LPT driving smaller fan, doesn't lose all of its energy and hence the exhaust stream also produce thrust.As can be guessed turbofans are way more efficient than turbojet but still lesser than turboprops because of incomplete recovery after LPT. Then why do we use turbofans in almost all of the modern applications? A turboprop has big fan blades and hence can't fly beyond Mach no. 0.3-0.4. If you want to fly faster than that, you use turbofans.
Where can we do a type rating of dornier 328 turbo prop?
Well, I suppose it would have to be someplace who had a Dornier 328 available for rent, and an instructor who was qualified to sign you off... Good luck with that.
What are the chances that the propeller of a turboprop passenger aircraft like the Dash 8 will break and impale me when I’m sitting near it?
Greetings, fellow traveler,As others have suggested, the likelihood of you being impaled by a separated propeller blade from any turboprop aircraft is infinitesimally remote (the Dash 8/Q-series turboprop aircraft and their P&W PW100 series engines [all with Hamilton Standard, and later, with Dowty propellers] are truly excellent aircraft/engines/props). In point of fact, in the statistically extraordinarily unlikely event that you’re seriously hurt or killed in a commercial aircraft, it’s much, much more likely to be the result of other causes (such as a crash and/or a smoke/fire event), rather than impalement by a separated propeller blade (or portion thereof). But once again, in fairness, it must be stressed that being injured or killed at all while flying commercially already carries with it an extremely low probability — you are more likely by an order of magnitude to die or be seriously injured while going about your normal life on the ground by your own personal health and fitness issues (see below).Having said that (and not intending to pour jet fuel onto your already burning fears), turboprop aircraft are not the only type to have experienced catastrophic events leading to blade failure and separation. Engine compressor and/or turbine blade failures on jet-engined aircraft have also occurred several times, sometimes with tragic, life-ending results:Delta Air Lines Flight 1288 - WikipediaNational Airlines Flight 27 - WikipediaOnce again, though, no matter where you’re seated in any commercial aircraft (piston, turboprop, or jet), you’re at vastly greater risk of death or serious injury from your own chronic or acute, known or unknown, medical condition(s) (heart attack; stroke; and yes, even suicide!) or a senseless automobile accident, than you are from being killed or seriously injured as a passenger in a commercial aircraft.List of causes of death by rate - WikipediaThis fact becomes even more true (exponentially so; to the point of absurdity by all practical measures) if you limit your scope of inquiry to propeller [or even jet engine blade] failures with ensuing passenger impalements, as your original question poses.Fly confidently, friend…