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Engine Inst. – Check
PRESSURE
ALTITUDE
FT
Sea Level
CLIMB
SPEED
KIAS
139
139
134
128
123
118
113
112
5,000
10,000
15,000
20,000
25,000
30,000
31,000
12. Cruise Checks – Completed
Figure 14-11. Example—typical turboprop airplane takeoff and departure profile.
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14-11
stabilize at an engine r.p.m. that is not high enough for
the engine to continue to run without help from the
starter. This is usually the result of low battery power
or the starter not turning the engine fast enough for it
to start properly.
Takeoffs in turboprop airplanes are not made by
automatically pushing the power lever full forward to
the stops. Depending on conditions, takeoff power may
be limited by either torque or by engine temperature.
Normally, the power lever position on takeoff will be
somewhat aft of full forward.
Takeoff and departure in a turboprop airplane
(especially a twin-engine cabin-class airplane) should
be accomplished in accordance with a standard takeoff
and departure “profile” developed for the particular
make and model. [Figure 14-11] The takeoff and
departure profile should be in accordance with the
airplane manufacturer’s recommended procedures as
outlined in the FAA-approved Airplane Flight Manual
and/or the Pilot’s Operating Handbook (AFM/POH).
The increased complexity of turboprop airplanes
makes the standardization of procedures a necessity
for safe and efficient operation. The transitioning pilot
should review the profile procedures before each
takeoff to form a mental picture of the takeoff and
departure process.
For any given high horsepower operation, the pilot can
expect that the engine temperature will climb as
altitude increases at a constant power. On a warm or
hot day, maximum temperature limits may be reached
at a rather low altitude, making it impossible to
maintain high horsepower to higher altitudes. Also, the
engine’s compressor section has to work harder with
decreased air density. Power capability is reduced by
high-density altitude and power use may have to be
modulated to keep engine temperature within limits.
In a turboprop airplane, the pilot can close the
throttles(s) at any time without concern for cooling the
engine too rapidly. Consequently, rapid descents with
the propellers in low pitch can be dramatically steep.
Like takeoffs and departures, approach and landing
should be accomplished in accordance with a standard
approach and landing profile. [Figure 14-12]
A stabilized approach is an essential part of the
approach and landing process. In a stabilized approach,
the airplane, depending on design and type, is placed
in a stabilized descent on a glidepath ranging from 2.5
to 3.5°. The speed is stabilized at some reference from
the AFM/POH—usually 1.25 to 1.30 times the stall
speed in approach configuration. The descent rate is
stabilized from 500 feet per minute to 700 feet per
minute until the landing flare.
2. Arrival 160 KIAS
250 HP Level Flt –
Clean Config.
3. Begin Before
Landing Checklist
7. Final
120 KIAS
Flaps – As Desired
6. Base
Before Landing Checklist
120 – 130 KIAS
8. Short Final
110 KIAS
Gear – Recheck
Down
9. Threshold
96 – 100 KIAS
11. After Landing Checklist
10. Landing
Cond. Levers – Keep Full Fwd.
Power – Beta/Reverse
These are merely typical procedures. The
pilot maintains his or her prerogative to
modify configuration and airspeeds as
required by existing conditions, as long as
compliance with the FAA approved Airplane
Flight Manual is assured.
NOTE:
5. 130 – 140 KIAS
4. Midfield Downwind
140 – 160 KIAS
250 HP
Gear – Down
Flaps – Half
1. Leaving Cruise Altitude
Descent/Approach
Checklist
Figure 14-12. Example—typical turboprop airplane arrival and landing profile.
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14-12
Landing some turboprop airplanes (as well as some
piston twins) can result in a hard, premature
touchdown if the engines are idled too soon. This is
because large propellers spinning rapidly in low pitch
create considerable drag. In such airplanes, it may be
preferable to maintain power throughout the landing
flare and touchdown. Once firmly on the ground,
　
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