EMB 120 Prop

[14RF SUX]

For what its worth, we were at Np 90 in the climb through FL180 when it happened. I think there is more bending load on the prop at slower Np speed/ higher pitch angle while oprating at 90 vs. the flatter pitch at 100. Not many crews climbed at 90 way back then, so could that have been our final straw on what would eventually have snapped anyhow?

Not nearly as concerned about fan blades now.

14RF SUX

 

[John Pennekamp]

For what its worth, we were at Np 90 in the climb through FL180 when it happened. I think there is more bending load on the prop at slower Np speed/ higher pitch angle while oprating at 90 vs. the flatter pitch at 100. Not many crews climbed at 90 way back then, so could that have been our final straw on what would eventually have snapped anyhow?

Not nearly as concerned about fan blades now.

14RF SUX

At least it didn't overspeed on 'ya Warmie

 

[The_Russian]

I wrote Embraer and got this back. I am still waiting for the instructor to provide me with the "Ops bulletin". The bulletin most likely does not exist at all, and the guy most likely made it up. It's GIA, go figure.

With regards to your question below,

Q) Recently, I have been advised about an Embraer Operations Bulletin
concerning prop operation in flight being limited to 85%. I was
wondering
if you could email me this operations bulletin for my review.

please consider the following:

A) 85% of Np is considered as a standard point of operation for the
airplane in cruise (just like 100% of Np is for takeoff or 90% for
climb).
These numbers are more related to airplane performance rather than any
limitation imposed by the propeller system.
I've searched then for the propeller operation in flight being limited
to
85% of Np information in our flight ops manuals but didn't find it
anywhere. Do you have the operational bulletin number so I could refer
to
it?

Best regards,
Humberto Hiroyuki Okubo
Flight Operations Engineer
Embraer - S�o Jos� dos Campos
Phone: +55 12 3927 5526

 

[fatdumbandhappy]

Whats up with people doing the pre/post flight on the BRO and turning the props the wrong way? do these people even know which way they spin?....Anal I know.

 

[indianboy7]

Whats up with people doing the pre/post flight on the BRO and turning the props the wrong way? do these people even know which way they spin?....Anal I know.

I just spin 'em from wherever I am...usually the most convinient spot makes me turn them backwards........oh well.......

 

[FlySacto]

Whats up with people doing the pre/post flight on the BRO and turning the props the wrong way? do these people even know which way they spin?....Anal I know.

WTF! Don't you know it preloads the starter spring The back of the prop takes the beating and more so towards the tip. Bringing the blade down from the left side and thats the first thing that comes into focus, then you can scan up the blade. Also, it's easier to make sure you don't smack yourself bringing the blade down.

 

[SKYW Pilot]

WTF! Don't you know it preloads the starter spring The back of the prop takes the beating and more so towards the tip. Bringing the blade down from the left side and thats the first thing that comes into focus, then you can scan up the blade. Also, it's easier to make sure you don't smack yourself bringing the blade down.

What really sucks is when the prop turns the wrong way in a strong wind and the starter spring unwinds!!! It takes forever to rewind it back up again!!

 

[fatdumbandhappy]

WTF! Don't you know it preloads the starter spring The back of the prop takes the beating and more so towards the tip. Bringing the blade down from the left side and thats the first thing that comes into focus, then you can scan up the blade. Also, it's easier to make sure you don't smack yourself bringing the blade down.

starter spring? they didn't teach me that one in ground school, I guess its a big rubber band that you windup , and FYI I really don't care which way anyone turns them it was kind of a joke... except the part about me being anal.

 

[The_Russian]

I have just read through all of the Embraer Ops bulletins provided by the instructor. None of the ops bulletins say anything about recommended prop operations to prevent overspeed. As long as you stay between the limits of the cruise chart, you are within the limitations of the prop. The only thing that it did specify is that you should not set the power levers below the flight idle stop or secondary flight idle stop. Nor should you rest or press the power levers against the secondary flight idle stop. I guess we all know that already.