The typical turboprop airplane electrical system is a 28-volt direct current (DC) system, which receives power from one or more batteries and a starter/generator for each engine. The batteries are either lead-acid, nickel-cadmium (NiCad), or Lithium-ion. When battery voltage is low, its ability to turn the compressor for engine start is greatly diminished, and the possibility of engine damage due to a hot start increases. Therefore, it is essential to check the battery’s condition before every engine start. The different battery types have different operating characteristics depending on the specific aircraft installation and operational environment.

The DC generators used in turboprop airplanes double as starter motors and are called “starter/generators.” The starter/generator uses electrical power to produce mechanical torque to start the engine and then uses the engine’s mechanical torque to produce electrical power after the engine is running. Some of the DC power produced is changed to 28 volt 400 cycle alternating current (AC) power for certain avionic, lighting, and indicator synchronization functions. This is accomplished by an electrical component called an inverter.

The distribution of DC and AC power throughout the system is accomplished through the use of power distribution buses. These “buses” as they are called are actually common terminals from which individual electrical circuits get their power. [Figure 15-9]

Buses are usually named for what they power (avionics bus, for example) or for where they get their power (right generator bus, battery bus). The distribution of DC and AC power is often divided into functional groups (buses) that give priority to certain equipment during normal and emergency operations. Main buses serve most of the airplane’s electrical equipment. Essential buses feed power to equipment having top priority. [Figure 15-10]

Multiengine turboprop airplanes normally have several power sources—at least one generator per engine and at least one battery for the airplane. The electrical systems are usually designed so that any bus can be energized by any of the power sources. For example, a typical system has a left and right engine generator-powered bus. While these buses are normally isolated, they may be fed from other power sources. However, in the event of a short-circuit, the bus remains isolated. Pilots should refer to the appropriate checklist when an electrical fault occurs.

Power distribution buses are protected from short circuits and other malfunctions by a type of fuse called a current limiter. In the case of excessive current supplied by any power source, the current limiter opens the circuit and thereby isolates that power source and separates the affected bus from the system. If this occurs, pilots should refer to the appropriate checklist.

As previously stated, a turboprop airplane flies just like any other piston engine airplane of comparable size and weight. It is the operation of the engines and airplane systems that makes the turboprop airplane different from its piston engine counterpart. Pilot errors in engine and/or systems operation are common causes of aircraft damage or loss of aircraft control. There are two engine-related issues that should be considered when a pilot transitions to turboprop operations.

The first issue concerns the split-shaft/free turbine engine, where power output lags for several seconds when the pilot moves the power lever from flight idle to a high power setting. This delay may surprise a pilot who has only flown airplanes with a piston engine (or a fixed-shaft turboprop). Certain operations such as firefighting and agricultural application require maneuvering close to the ground while operating at or near flight idle. Although smooth power applications are still the rule, the pilot should be aware that a greater physical movement of the power levers is required as compared to throttle movement in a piston engine. The pilot should understand the lag and anticipate and lead the power changes more than in the past and should keep in mind that the last 30 percent of engine rpm represents the majority of the engine thrust. Below that setting, the application of power has very little effect.

A second consideration for transitioning pilots concerns turbine engine heat sensitivity. A turbine engine cannot tolerate an over temperature condition for more than a very seconds without experiencing serious damage. Engine temperatures get hotter during starting than at any other time. Thus, turbine engines have minimum rotational speeds for introducing fuel into the combustion chambers during startup. Vigilant monitoring of temperature and acceleration on the part of the pilot remain crucial until the engine is running at a stable speed. Successful engine starting depends on assuring the correct minimum battery voltage before initiating start or employing a ground power unit (GPU) of adequate output.

After fuel is introduced to the combustion chamber during the start sequence, “light-off” and its associated heat rise occur very quickly. Engine temperatures may approach the maximum in a matter of 2 or 3 seconds before the engine stabilizes and temperatures fall into the normal operating range. During this time, the pilot should watch for any tendency of the temperatures to exceed limitations and be prepared to cut off fuel to the engine.

An engine tendency to exceed maximum starting temperature limits is termed a hot start. The temperature rise may be preceded by unusually high initial fuel flow, which may be the first indication the pilot has that the engine start is not proceeding normally. Serious engine damage occurs if the hot start is allowed to continue.

A condition where the engine is accelerating more slowly than normal is termed a hung start or false start. During a hung start/false start, the engine may stabilize at an engine rpm 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. As stated earlier, depending on conditions, takeoff power may be limited by either torque or by engine temperature. Normally, the power lever position on takeoff is 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 15-11] The takeoff and departure profile should be in accordance with the airplane manufacturer’s recommended procedures as outlined in the Federal Aviation Administration (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 15-12] However, when flying an airplane equipped with a split shaft/free turbine engine, the pilot should anticipate the demand for power and account for any lag in “spool-up” time.