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AFE Can't get Takeoff Power - High Altitude Airports

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    AFE Can't get Takeoff Power - High Altitude Airports

    So out of Telluride CO (KTEX) last night AFE advanced to takeoff power but hits a wall at max forward throttle before getting there so there I sit. Wet takeoff tried even though at 9000 feet it was zero Celsius.

    So in this case I tried setting blower on high and he was able to advance and get takeoff power but that seemed to put mu engines in the yellow and was damaging them.

    Thoughts?

    Thanks!
    -- Warren Allred
    -- San Diego, CA

    #2
    Did you use the performance charts in the POH to verify your takeoff distance requirements? I just had a look and see that the chart only goes up to 8000 ft. Your 9000 ft elevation is effectively a little higher because 0C is +3C warmer than standard. It appears maximum takeoff weight might be less than maybe 75000 lbs.

    Yeah, that blower on high is probably going to put the engines in early overhaul. It's just a fact of life that when you are high you might not get rated takeoff BMEP/MP and the curves in the POH reflect that reality.
    Dan Downs KCRP

    Comment


      #3
      Originally posted by Warren View Post
      So out of Telluride CO (KTEX) last night AFE advanced to takeoff power but hits a wall at max forward throttle before getting there so there I sit. Wet takeoff tried even though at 9000 feet it was zero Celsius.

      So in this case I tried setting blower on high and he was able to advance and get takeoff power but that seemed to put mu engines in the yellow and was damaging them.

      Thoughts?

      Thanks!
      I operate the DC-6 out of El Alto all the time without any problems. At those altitudes it is imperative that High Blower be used. I even use High Blower to taxi at El Alto. The AFE doesn't seem to be able to start the DC-6 at El Alto, but I can without any issues.

      I may be confuse and misinformed on this since I only have about 500 hours on the DC-6.

      I'm also old which will occasionally lead to confusion.
      Bode Bridges
      I Earned my Spurs in Vietnam

      Comment


        #4
        If high blower is called for then I'd not let that AFE handle it...
        Dan Downs KCRP

        Comment


          #5
          OAT Is also above ISA.
          Dave Wilton

          Comment


            #6
            Okay so I experimented more - Seems likely that I went to high blower when the AFE already had the power set at the max he could get (about 40") and when I did this it spiked MP too high and reflected yellow on the engines. So now I'll take care of takeoff power myself.
            Last edited by Warren; 10Feb2020, 17:41.
            -- Warren Allred
            -- San Diego, CA

            Comment


            • Mickel
              Mickel commented
              Editing a comment
              I did the same at HAAB. I suspect you can set blowers before instructing take-off, but I haven’t done it yet.

            #7
            Hey Bode how do you feel about the descent rate/speed under the 26" setting by the AFE? I spoke with a DC-6 pilot last night and he said they would easily see 1000' per minute and 200 knots on most descents so I am thinking of tweaking the flight model a bit or perhaps picking his brain more on descent power settings.

            In the west with the Rockies and other mountainous terrain a 500' per minute descent rate at 200+ knots can't get it done without exposing you to terrain surrounding airports. You simply cannot get in very easily without circling or sitting in a holding pattern.
            -- Warren Allred
            -- San Diego, CA

            Comment


            • DDowns
              DDowns commented
              Editing a comment
              200 IAS and 1000 ft/min descent with 26 inHg MAP??? I respectfully don't buy that. I've done a lot of mountain flying and sometimes you got to get slow before you go down with lots of drag to get into holes. Good example is KEGE. As far as descent planning, my last trip from Tahoe to Monterey was a climb to 12000 to clear the mountains then the descent into Monterey started before Modesto, in other words more than half the distance was in descent. I plan to descend at 500 ft/min (240 kt GS yields 4 nm/min > 500 ft/4 nm or 8000 ft requires 16min / 64 nm).

            • Mickel
              Mickel commented
              Editing a comment
              My typical descent is roughly 800ft/min at 26”. That doesn’t let the speed get too far out of control. Obviously that fluctuates a bit.
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