Methinks you all forget that the real problem with the Caravan in icing is tailplane stall.
So there!!!!
Caravan Honeywell TPE331 conversion
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
Oops Doc,
Apologies. I totally agree with you.
Endless, the fact is whether you have 900hp or 675hp, you are at 100% power when you figure out you are getting hooped. Then, there is nothing left for these engines to give.
That is why I suggested derating this thing so that it could give you another 'out'. But that defeats the whole point, and, it has already been done.
Apologies. I totally agree with you.
Endless, the fact is whether you have 900hp or 675hp, you are at 100% power when you figure out you are getting hooped. Then, there is nothing left for these engines to give.
That is why I suggested derating this thing so that it could give you another 'out'. But that defeats the whole point, and, it has already been done.
Booyakasha!
I don't understand how the properties of ice and additional weight based on the type and exposure I will be carrying will affect the performance. I fail to see where the info fits in an equation for lift. Manufacturers don't either which is why the effects of icing has to be test flown.endless wrote:twotter and phil,
So what part of the equation do you guys not understand?
There are people out there that would believe they have 10% more thrust so they can carry 10% more weight or 10% more ice. It aint so. Most will only judge the severity by diminished performance and (as Doc said) it will be all over but the cryin'.
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Cat Driver
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When I read this stuff from pilots about icing I want to crawl into a cave and pull a rock in front of it.
Why is it so difficult for some pilots to understand that icing is not to be taken lightly and is capable of bringing any aircraft out of the air in short order if the wrong set of circumstances occur...like real quick ...like with that poor woman in Winnipeg last year.
Why is it so difficult for some pilots to understand that icing is not to be taken lightly and is capable of bringing any aircraft out of the air in short order if the wrong set of circumstances occur...like real quick ...like with that poor woman in Winnipeg last year.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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Over the Horn
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None of you guys have realized that there's a ton of operators that have floats hanging underneath their Caravans 900hp could be handy getting on the step, just a thought for you guy's, not everyone wants an IFR Caravan. The instant power a garret would deliver could be handy getting in and out of small lakes in the mountains and make it a viable replacement for turbine Otters an area the Caravan has never had a good rep.
I really don't think that's where the argument was intending on going. Endless had brought up a point about more power leading to more lift being produced. I don't believe anyone's wanting to hash out the 208's icing issues because we all know it sucks.Cat Driver wrote:Why is it so difficult for some pilots to understand that icing is not to be taken lightly...
To make it plain and simple, more power will help you out when icing's in the picture. Does it need to digress anywhere else?
Everything comes in threes....
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oldenoughtoknowbetter
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Some will argue the value of the dunk Cat but it is good practice and a sheit load of fun........the immediate power is nice for recovery as well God forbid we'd ever phuck upCat Driver wrote:You forgot to mention instant drag when you need it for a slam dunk." The Garrett will give you more power for less fuel, a higher initial TBO and instant power when you need it."
Don't expect a recovery with the 6, get it right the first time.This is explaned and validated by the the flap restrictions on the 6, and not the Garrett on -3's.
