King Air C-90

Discussion in 'Hangar Talk' started by Dave Siciliano, Feb 14, 2012.

  1. txnightster

    txnightster Pre-takeoff checklist

    Joined:
    Jul 4, 2011
    Messages:
    108
    Location:
    Dallas, TX
    Display Name:

    Display name:
    Bill D.
    Nope, we picked up flight following and got vectored over Love and then north of the big towers. The 20kt head wind is tough on the GS. We were creeping along the ground at 85 kts.

    Beat me? I think I remember landing before you and I snagged the golf cart! Was it a long walk to lunch? :)
     
  2. TangoWhiskey

    TangoWhiskey Touchdown! Greaser!

    Joined:
    Feb 23, 2005
    Messages:
    14,209
    Location:
    Midlothian, TX
    Display Name:

    Display name:
    3Green
    Sounds like they sent you on the same route as us... except we stayed west to land at Bourland first and pick up some folks. We had a great walk!
     
  3. Dave Siciliano

    Dave Siciliano Final Approach

    Joined:
    Feb 27, 2005
    Messages:
    6,438
    Location:
    Dallas, Texas
    Display Name:

    Display name:
    Dave Siciliano
    I flew from Addison to Greenville, SC on Monday and filed for FL210, but decided to climb higher enroute just to see how the plane handled and what the FF and TAS would be up there. There was a major storm system north of me moving east, and I would have to find a place to penetrate somewhere along the line. As I approached Columbus MOA, the storm was right on my route. I asked Memphis for suggestions and they offered to put me direct to a VOR in the southern MOA and asked if I could climb to FL250 which I did. Cabin was 10,000 up there; TAS of 228; FF of 170PPH nice tail wind had a ground speed of about 250. Was able to turn north direct Atlanta. It was IMC in tops at -20 C with no ice and just light chop. Greenville was clear when I arrived. Great flight! Very versatile plane. Wore a cannula.

    Best,

    Dave
     
  4. N747JB

    N747JB Final Approach

    Joined:
    Jul 10, 2011
    Messages:
    5,918
    Location:
    Atlanta
    Display Name:

    Display name:
    John
    Wow, 170 PPH per side is 50 GPH, not much more than my 421 at altitude! :D Of course your TAS is higher, but still 50 GPH at 228 knots ain't half bad. ;)
     
  5. rpadula

    rpadula En-Route

    Joined:
    Mar 8, 2005
    Messages:
    4,610
    Location:
    Suwanee, GA
    Display Name:

    Display name:
    PancakeBunny
    Time for you to trade in Charlene? Dunno how much you can get for her with that fresh buzzard strike. And then there's the ugly paint job. :D
     
  6. N747JB

    N747JB Final Approach

    Joined:
    Jul 10, 2011
    Messages:
    5,918
    Location:
    Atlanta
    Display Name:

    Display name:
    John
    Yeah, my wife still thinks we should go ahead and paint her allover when we fix the baggage door!!:D My son wants to leave to door whatever color it is when we get it, he thinks a red or blue door would look good on old Charlene's nose! I do want to find a buzzard decal to put under the pilot's window.;)
     
  7. Henning

    Henning Ejection Handle Pulled

    Joined:
    Feb 26, 2005
    Messages:
    39,482
    Location:
    Ft Lauderdale FL
    Display Name:

    Display name:
    iHenning

    Thank you for that, the sulfidation part was interesting, but the piece above answered the why more heat for equal power, the nozzles aren't properly atomizing the fuel allowing it to burn further downstream.
     
  8. Henning

    Henning Ejection Handle Pulled

    Joined:
    Feb 26, 2005
    Messages:
    39,482
    Location:
    Ft Lauderdale FL
    Display Name:

    Display name:
    iHenning
    :confused::confused::confused: I have never seen a 421 use that kind of fuel, closer to half that. Want me to show you how to save a butt load of fuel?
     
    Last edited: Jun 6, 2012
  9. Dave Siciliano

    Dave Siciliano Final Approach

    Joined:
    Feb 27, 2005
    Messages:
    6,438
    Location:
    Dallas, Texas
    Display Name:

    Display name:
    Dave Siciliano
    John: If you want to keep the 421, don't take a flight in the C90; that's what happened to me with the P Baron. Fella wanted a partner and said why don't you take the KA up with an instructor a few times :D

    I normally average about 60GPH on a trip. Where it's more than that is on the short ones where I stay lower or am coming down shortly after reaching peak altitude. Still want to try FL270 to see how it does up there. I'll save that for a strong tail wind condition or topping some weather.

    Best,

    Dave
     
  10. Dave Siciliano

    Dave Siciliano Final Approach

    Joined:
    Feb 27, 2005
    Messages:
    6,438
    Location:
    Dallas, Texas
    Display Name:

    Display name:
    Dave Siciliano
    I sent that to several folks and my mechanic ran it by our P&W guru. He said there will always be sulfidation, but it will accumulate faster at lower temps. Don't know how many hot sections he's done or supervised, but it's a bunch.
    He confirmed the -21s can be run at redline all day.

    When I put in the C90-1 power settings, my left engine is at redline or very close. On this trip, 853 torque put the left about 5 degrees under redline. Right was about 30 under.

    Best,

    Dave
     
  11. Henning

    Henning Ejection Handle Pulled

    Joined:
    Feb 26, 2005
    Messages:
    39,482
    Location:
    Ft Lauderdale FL
    Display Name:

    Display name:
    iHenning
    I'd guess your left engine nozzles have a degraded atomization pattern. I wonder if that has any results WRT sulfidation?
     
  12. wabower

    wabower Touchdown! Greaser!

    Joined:
    Sep 1, 2008
    Messages:
    12,017
    Display Name:

    Display name:
    Wayne
    Having flown and watched the MX on that airplane for more than 3 years, I'd be willing to bet whatever you want that you're wrong. Pick a number.
     
  13. kimberlyanne546

    kimberlyanne546 Final Approach

    Joined:
    Jun 9, 2011
    Messages:
    7,953
    Location:
    California
    Display Name:

    Display name:
    Kimberly
    :wink2:

    Hey Dave,

    When's the last time you had a hot section inspection (HSI)?

    Kimberly
     
  14. Dave Siciliano

    Dave Siciliano Final Approach

    Joined:
    Feb 27, 2005
    Messages:
    6,438
    Location:
    Dallas, Texas
    Display Name:

    Display name:
    Dave Siciliano
    About a year before I purchased the plane. I believe it's required in about 1,500 more hours.

    Best,

    Dave
     
  15. SCCutler

    SCCutler Administrator Management Council Member

    Joined:
    Feb 27, 2005
    Messages:
    16,296
    Location:
    Dallas
    Display Name:

    Display name:
    Spike Cutler
    Wait.

    Is she referencing the PT-6s, or cabin occupants? :D
     
  16. Dave Siciliano

    Dave Siciliano Final Approach

    Joined:
    Feb 27, 2005
    Messages:
    6,438
    Location:
    Dallas, Texas
    Display Name:

    Display name:
    Dave Siciliano
    I wondered the same think Spike, but erred to the engine side of things. Tapping foot on floor. Of course, it is summer and the cabin is hot until the AC kicks in (g).

    Best,

    Dave
     
  17. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

    Joined:
    Oct 9, 2007
    Messages:
    23,066
    Location:
    Paola, KS
    Display Name:

    Display name:
    iBanYou
    AC...

    That's moving up the wish list.
     
  18. kimberlyanne546

    kimberlyanne546 Final Approach

    Joined:
    Jun 9, 2011
    Messages:
    7,953
    Location:
    California
    Display Name:

    Display name:
    Kimberly
    This was more of a joke than anything. If you think for one minute I have ANY idea in regards to what ongoing inspections a King Air needs, you are sadly mistaken.

    I was bragging about my flight in a King Air to just about all the pilots in the universe, including the mechanics and IA's. They were on a lunch break this past weekend. I spent the whole weekend (for free) working on a 182 and an Arrow - annual inspection stuff.

    Of course they started asking me what KIND of King Air I would be lucky enough to be the passenger in. I didn't know but pulled up the Pilots Of America site in front of the group to find out. I remembered this thread and scrolled through to find the pictures of the panel.

    Without reading the WHY they were looking at that one picture of the panel which showed the temps and they were questioning things.

    Kimberly
     
  19. Dave Siciliano

    Dave Siciliano Final Approach

    Joined:
    Feb 27, 2005
    Messages:
    6,438
    Location:
    Dallas, Texas
    Display Name:

    Display name:
    Dave Siciliano
    If they were looking at temps, it was probably ITT. We have two limiting factors when we fly, max torque not to exceed an Internal Turbine Temp. Normally, lower I'm limited by torque, as we get higher, we become temp limited. I'll point that out to you when we fly so you can aptly discuss it with them when you return. Once at altitude, we actually set power according to a chart which shows what power we should be able to make. If we ever weren't able to set that power without over-temping, we would have to consider what was causing that limitation. We have a very thorough log where we check key readings about once a month. All looked good on the way back from Wisconsin last week.

    Best,

    Dave