I brlirvr there are new aircraft delivered with that limitation. But I think it
is baked into the FADECs. I'm surprised that they weren't able to get the
limitation out of the STC. Bet if flies like a scalded cat.
----- Original Message -----
From: "Jim Nichols" <jhnichols@xxxxxxxxxxxxx>
To: olympus@xxxxxxxxxxxxxxxxx
Sent: Friday, September 27, 2019 10:11:42 PM
Subject: Re: [OM] IMG: The Bone Yard
I learned an interesting point while talking with the owner and pilot of
one of the local King Air 90s. His airplane has been retrofitted with
larger versions of the PT-6. But, the airplane is certified at the
original horsepower level. Hence, he can't just push the power levers
forward and go. The airplane can't use the additional capability until
he passes through the altitude where it needs full power settings in
order to achieve the original certified power. From there on up, it
gives him an advantage.
Of course, I suspect that if he suffered loss of power on takeoff, he
would probably ignore the design limit and put his faith in the built-in
factor of safety.
Jim Nichols
Tullahoma, TN USA
On 9/27/2019 7:57 PM, Ken Norton wrote:
>> I think Alaska is about the only place they still live on. But they are
>> ideal for a lot of Alaskan routes. The Metro is a weird frankenstein
>> combination of new parts and old ones from scrapped King Airs. Not the most
>> uncomfortable to fly on, but certainly number 2. With the larger versions of
>> the PT6 you wouldn't have been bumped. But they didn't make them in time.
> The Metros used the Garretts. But sadly, the Dash 10 versions have
> only been recent additions. However, they are derated so there really
> is no additional power available at take-off. An engine out past V1 is
> a hair-raising situation.
>
> AG Schnozz
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