This was the learner’s third flight lesson, and already he had mastered the use of the checklist. 

I stood back, silently observing—it appeared someone had not used the checklist when they shut down the aircraft. 

To shut down the engine, the mixture knob or lever is pulled full aft, with the knob or lever left out. Yet, looking at this cockpit it was obvious someone had put the knob back in.

As that was not the correct procedure, the learner took extra care with the inspection, calling my attention to several other discrepancies. He found several electrical switches left “on,” the most disconcerting of which was the avionics master switch. This aircraft had several placards warning the pilot to make sure the radio was off before activating the avionics master switch and to make sure the avionics master was off before activating the aircraft master switch.

According to the chief mechanic and owner of the Cessna 172, if these procedures were not followed, a surge of power could be sent to the radios, possibly damaging them. Apparently this had happened in the past. In addition to the placards, there was a warning written in all caps and in red on the checklist.

• READ MORE: How to Beat the Summer Heat When Flying

This wasn’t a one-time experience. The mixture knobs in other aircraft were also found in the full rich position. It was obvious someone—perhaps several someones—were not following the checklists.

The flight school was busy, as most of the instructors were flying eight hours per day, and there were multiple student pilots with solo privileges renting the aircraft. The concern of the chief CFI was that the instructors were not teaching checklist use, or worse yet, not demonstrating and modeling proper cockpit procedures. The CFIs were reminded to carefully watch their learners and remind them to use and follow the checklist during each phase of flight. 

An email was sent to all the renters and students, asking them to please use the checklists especially on aircraft shutdown. Some of the learners were confused by the email, because they thought the only problem that could arise from an improperly shutdown aircraft was the potential of a “hot prop,” the term for the magnetos being left on.

When the magnetos are shut off, the spark is grounded to the airframe. If the magnetos are left on, the spark is not grounded, and there is the possibility the prop can “kick,” as in move forcefully on its own if bumped or repositioned by hand. Approach the propeller like it is a big dog you don’t know—with caution and respect.

• READ MORE: Discovering Situational Awareness in the Instrument World

I have seen the aftermath of someone getting hit by a prop. It was at a Saturday morning fly-in pancake breakfast. It was winter and one of those cold, clear days that are so rare in the Pacific Northwest. The owner of the Cessna 172 was moving the prop by hand to a vertical position to signal that he needed fuel. 

I was two spots away when I heard the impact. I turned in time to see him on the ground. The engine hadn’t started because the mixture was out, but the prop had rotated on its own, coming down rapidly and striking his arm.

Although shaken, he said he was fine, as he was wearing a heavy winter jacket, and it prevented him from getting a serious injury. Or so he thought. A few minutes later he collapsed. We thought he was having a heart attack. He was lucky that several of the people in attendance were paramedics. When they got his jacket off, they discovered his arm was broken— there was bruising and swelling — and determined that he was in shock. 

I share this story with my learners. Oddly enough, the one who was skeptical of the damage a  live propeller could do was the one who had the ignition key break off during aircraft shutdown. It was the policy of the school to quickly switch to “off,” then back to “both” to determine the mags could be grounded to the airframe, then shut the engine off. As he switched back to both, the key sheared off. The mags were stuck on. 

We shut the aircraft down by pulling the mixture full after and depriving the engine of fuel and turned off the master switch. I ran inside to get the chief mechanic while the learner stayed with the airplane, standing behind the strut, and warning his classmates of the potentially live and therefore dangerous prop. 

We both watched as the chief mechanic used one of his specialized tools to turn the mags to the off position and removed what was left of the key. As he got out of the aircraft he looked at the student and playfully admonished him: “Go easier on the Wheaties! You’re breaking the keys!”

As for the identity of the pilot who was improperly shutting down the aircraft, he was a private candidate who thought he was helping the other pilots by putting the mixture to the “rich” position at the end of the flight because it was on the engine start checklist, and he wanted to save the pilots a step.

After he was educated about the importance of following the checklist, the behavior ceased as learning had taken place.

The post The Importance of Following Checklists appeared first on FLYING Magazine.

The option joins McCauley props available on the B200, as well as B300 choices from Hartzell, MT Propeller, and others.

The 105-inch-diameter, four-blade aluminum, swept-blade prop system achieved type certification in July.

At a media briefing on Tuesday in Wichita, Kansas, the Textron Aviation team expressed its enthusiasm for McCauley’s achievement, likening it to the type certification of a new aircraft model for either of its aircraft brands, Cessna, Beechcraft, or Bell.

“The new McCauley C780 offers King Air customers increased performance, a quieter cabin, and greater efficiency,” Heidi McNary, vice president and general manager of McCauley Propeller Systems, said in a statement. “For 85 years, McCauley has been committed to delivering creative solutions and driving customers forward with their pioneering designs and strategies. We look forward to continuing to support the future of flight and legendary aircraft like the Beechcraft King Air.”

The first installation went on a King Air 350 owned by ExecuJet Charter Service in Florida, a private Part 135 charter operator. Interested owners can seek out the installation at Textron Aviation Service Centers or authorized McCauley service facilities.

Prop Stats

The C780 props for the King Air B300 include the following features and benefits, according to Textron Aviation:

• Propeller weight savings of more than 50 pounds 
• Increased takeoff and climb performance
• Reduced noise in the cabin and cockpit
• Extended time between overhauls (TBOs) of 5,000 hours or 72 months
• Textron Aviation’s 4,000 hours or 36-month limited propeller warranty

The King Air 360, which debuted in 2021, retained the four-blade Hartzell props from the 350. 

The post McCauley Celebrates Certification for King Air Props appeared first on FLYING Magazine.

At EAA AirVenture in Oshkosh, Hartzell announced it will deliver its 30,000th replacement prop in the conversion program in 2023. The Top Prop catalog boasts more than 100 options, aggregated over the course of 30 years, including from OEMs like Beechcraft, Cessna, Diamond, Piper, Mooney, Pilatus, Daher, and others.

New Top Props

Hartzell announced the latest supplemental type certificates awarded in the program, starting with the three-blade Polaris carbon fiber prop now offered as a factory option on the Diamond DA40 NG. The lightweight prop replaces the MT-Propeller wood/composite one that comes standard. The 74-inch diameter prop pairs with the Austro E4-A and has an aluminum hub, along with a 2,400-hour/six-year TBO. According to company president JJ Frigge, the prop delivers a 3 knot faster true airspeed and a 74.1 dB noise level. 

“We’re extremely excited about this platform, the Diamond DA40 NG,” said Frigge. He noted that the prop checks in at 35 to 40 pounds and “brings a new technology carbon fiber propeller” to the airplane. It’s also available as a retrofit.

The company—along with partner Wipaire—also expects STC approval “soon” on its Yukon four-blade propeller for the Cessna 208 and 208B Caravan on floats or wheels, hopefully in the third quarter. The composite 110-inch diameter prop is available with or without TKS ice protection or electric deice boots. It weighs about 19 pounds less “on the nose of the Caravan” and increases cruise speed at lower power settings.

“On the Caravan with a Yukon prop, Wipaire flight test results showed there is up to a 26 percent decrease in total takeoff distance from land and up to a 31 percent decrease in takeoff from water,” said Frigge. “This translates into safer takeoffs and landings on smaller lakes and shorter runways.” It’s available on all of the -114 and -140 Caravans on the market.

Included in the Top Prop program as well is the update to the Daher Kodiak 100 announced earlier this week.

The post Hartzell Expands Composite Prop Series in Top Prop Program appeared first on FLYING Magazine.

The prop is also being offered as part of a show special package at EAA AirVenture in Oshkosh this week, along with a signature paint scheme—one of which features the new Astra Red livery design—an autopilot, and one-year subscription to SiriusXM weather. The package represents about $30,000 in savings from the regular value of the composed options.

At EAA AirVenture, FLYING sat down with ICON CEO Jerry Meyer for an update on the Part 23 type certification path the company is pursuing for the A5, which will allow it to be converted to certification in countries in which the civil aviation authority doesn’t recognize the LSA category, such as Japan and India.

“We are close to the finish line with type certification, which will help fuel ICON’s growth,” said Meyer in a statement. “International expansion remains a key strategy for our business plan. There are six type-certified planes scheduled to be delivered late this year. We have solidified agreements with distributors in South Korea and Japan and are actively pursuing others in Europe, Australia, South America, and Southeast Asia. Once type certification is complete, we anticipate that 25 to 30 percent of sales will be from outside of the U.S.” 

The company delivered 36 aircraft last year, with a push in the final quarter that ended up causing it a bit of a slow start to the first month. Normally, according to Meyer, the ICON aims for a run rate of four aircraft per month, but January was a bit off as the OEM and its suppliers caught up. Still, Meyer expects to deliver 40 to 45 units in 2023.

MOSAIC also poses interesting prospects for the company and future upgrades to its products. With the increase in allowable stall speed—the A5 is right at the current 45-knot LSA limit—ICON could adapt to larger engines, including the Rotax 916iS. Because ICON already operates under one exemption—for weight—it could seek a similar path to bring upgrades to the A5 prior to execution of any rulemaking to expand the light sport category. 

Want an A5 Soon?

While the company has production positions filled through March 2024, for any prospective ICON pilots wanting an earlier delivery, the company has set aside eight positions for the special ownership program offered during the show. According to a company statement, “With only eight production slots available this fall, prospective owners are encouraged to take advantage of this opportunity.” Contact ICON for complete program details.

The post ICON Puts New Prop on A5, Updates on Certification appeared first on FLYING Magazine.

Since I purchased my airplane in 2021, I’ve been carefully choosing upgrades to address its most glaring shortcomings. Throughout this process, I freely acknowledge the indisputable fact that the weakest point of the entire system is the shortcoming found in the left seat. Indeed, for me to suggest that anything else is more in need of improvement is akin to Steven Seagal suggesting that the casts of The Shawshank Redemption or Citizen Kane should take some acting classes.

Nevertheless, it’s fun to calibrate one’s airplane to their liking through modifications. For the more technically-minded, even a certified airplane is a blank canvas to tweak and improve. It becomes a question of what sort of flying experience you’re after and then what modifications will help you to achieve that experience in the most cost-effective manner.

For me, one of the most concerning parts of many flights has always been the takeoff. Particularly on shorter strips and on hot days, departure-end obstacles have always loomed large. Equipped with a relatively anemic 145 hp engine and a propeller that has flown for around 4,000 hours without an overhaul, one of my biggest goals was to make takeoffs from shorter strips more fun than concerning.

The first step was to evaluate all my available options. The most obvious was also the most expensive—an engine upgrade. Continental and Lycoming both offer fire-breathing alternatives to my 170’s stock engine, ranging from 180 to 210 hp. When combined with a constant-speed propeller, they produce enough thrust to throw your head back upon brake release and transform those departure-end obstacles from objects of doom to laughable runway decorations.

This intoxicating power comes at quite a cost, however. After including the engine, the mounting kit, the STC, the propeller, and labor to install it all, the total bill for the modification can exceed $80,000. And while it completely transforms the airplane, a price tag like that is enough to make you consider dealing with those departure-end obstacles in a more cost-effective manner, perhaps with a chainsaw under cover of darkness. So a new engine was off the table from the get-go.

Depending on the aircraft, bolt-on options might be available to increase horsepower. Power Flow Systems sells exhaust systems that increase horsepower for a minimal investment. A company called Airworx out of Alabama is currently testing a set of high-compression pistons for the Continental O-300 that they predict will increase horsepower from 145 to 180. Unfortunately, neither of these options is available for my engine at this time.

Finally, it occurred to me that there was another option—a larger-diameter, flatter-pitch McCauley propeller known as a “seaplane prop” owing to its popularity with floatplane operators who demand additional thrust for takeoff. With my aircraft/engine combination, I could simply order one of these and trade cruise speed for takeoff and climb thrust. And installation was as easy as unbolting the old prop and bolting the new one on.

The term “seaplane prop” generally refers to the fixed-pitch 1A175/DM 80/42 propeller, and those last two numbers are the most noteworthy. In this case, the 80 refers to the propeller’s diameter in inches, and the 42 refers to the number of inches the propeller would move forward in one revolution if it were in a solid medium like wood, with no aerodynamic slip. Compared with my stock 76/53 prop, the seaplane prop would move a greater volume of air, and the flatter pitch would enable the engine to achieve higher static rpm and thus, more power on takeoff and climb.

As I tend to prefer bopping around from one airport to another while staying close to home over long-distance traveling, the resulting loss of cruise speed seemed inconsequential to me. And the list price of around $5,700 was a fraction of an engine conversion. If my existing prop was long enough in the tooth for me to consider replacement, why not switch to a prop more suited to the flying I was doing?

In my case, I had built a good working relationship via social media with the people at McCauley and Textron Aviation, and they agreed to provide me with a prop in exchange for regular feedback and features on a platform separate from FLYING. My writing here was not included in the agreement, so I’m able to freely discuss its pros and cons here in greater depth and detail.

Upon receiving the prop, I called my mechanic and arranged a time for him to drive to my hangar for the installation. The installation took him less than one hour. Just like that, I’d unlocked additional thrust from my engine.

My first takeoff was absurd. While I wasn’t able to produce exact measurements, I estimate the tail came up in half the distance as usual—perhaps 50 or 60 feet—and I lifted off in perhaps two-thirds my typical distance. Partial fuel and frigid temperatures produced a climb rate of roughly 1,500 to 1,700 feet per minute on the upwind and crosswind legs, which was nearly twice what I was used to seeing.

This performance took me by surprise. I reached 500 feet agl about a third of a mile sooner than usual, and I reached pattern altitude as I was turning from crosswind to downwind rather than at midfield. When I reduced power abeam the numbers and reached over to add the first notch of flaps, I realized that the climb performance was such an improvement, I had forgotten to raise the flaps after takeoff and had been happily trundling along downwind with two notches extended the entire time.

Subsequent takeoffs were similarly enjoyable, and I felt like I had a new airplane. When I took a 220-pound friend up for a ride a few weeks later, the resulting takeoff and climb performance seemed on par with that of my old prop and no passengers. So it seemed as though the upgrade produced a performance gain roughly equivalent to having a 220-pound dude hop out of the airplane.

Surely, I thought, there must be some serious downsides to the propeller. What might they be?

Some might consider the cost to be a downside. At nearly $6,000, the price isn’t exactly pocket change. But as an upgrade, one could sell their used prop to nicely offset the cost by at least $1,500 to $2,000 if it’s in decent shape. 

Another potential downside is the slightly reduced ground clearance. While three inches isn’t a huge amount, it can be a concern with small tires on a taildragger or when installed on a tricycle-gear airplane and operated on rougher, uneven surfaces. In both cases, a switch to larger tires can reduce or eliminate the concern.

On an entirely superficial level, I do miss the mirror-like finish on my old polished prop. It lent a vintage, retro look to my 1953 airplane that has been lost with the new matte black prop. But I suppose I can always have it stripped and polished in the future.

The most potentially significant downside is the reduction in cruise speed. I haven’t evaluated it for long enough to have produced entirely accurate numbers, but it initially appears as though my cruise speed has dropped from roughly 110 to 115 mph down to 95 to 100 mph. Add a headwind to the equation, and the ensuing 75 or 80 mph groundspeeds will become pretty tedious. But I anticipated and accepted this tradeoff going into it.

Ultimately, I’ve found that the propeller has instantly unlocked fantastic takeoff and climb performance with a significant but acceptable reduction in cruise speed. It doesn’t feel on par with a 180-hp engine upgrade, but it easily feels like I’ve got an additional 10 or 15 horsepower on tap. And most important, it has erased much of the trepidation I’ve had at some of the shorter strips around and has given me more confidence to clear departure-end obstacles with room to spare.

Provided an aircraft owner is willing to sacrifice some top-end cruise speed, I recommend the propeller highly. McCauley manufactures the 80/42 prop for all Cessna 170 models as well as all 172 models up to and including the P. It is also approved for the Aeronca Sedan, Challenger, Citabria, and Scout as well as the Piper PA-18-135 Super Cub and all 56 examples of the Jodel D.140B Mousquetaire II ever built.

The post Boosting Thrust Without Breaking the Bank appeared first on FLYING Magazine.

The Yukon propeller was on display at the 2023 Sun ‘n Fun Aerospace Expo, gracing the nose of a Cessna Caravan at Wipaire’s display. 

The prototype of the propeller was introduced last summer at EAA AirVenture, prompting curiosity about the propeller’s performance.

“There is up to a 26 percent decrease in total take-off distance from land and up to a 31 percent decrease from water,” according to JJ Frigge, president of Hartzell Propeller. “This translates into safer take off and landings on smaller lakes and shorter runways.”

• READ MORE: Hartzell Voyager Propeller Approved for Cessna 180s

The propeller allows for an increase in cruise speed at lower power settings, Fridge said, adding,  “up to 2 knots faster, saving fuel while increasing speed. Another big improvement is in weight. Coming in at 137 pounds, it is up to 19 pounds lighter than other available props.”

The Yukon prop on display at the Sun ‘n Fun airshow was mounted on a Wipaire Caravan 208B with the Blackhawk -140 engine conversion. 

The company noted there is no change in stall speeds with the new propeller. The design is available with TKS, electric de-ice boots or without icing equipment, and optional pitch locks.

• READ MORE: Wipaire Delivers 150th Set of Wipline 13000 Floats to Trans Maldivian Airways

The Yukon is designed for use on Pratt & Whitney PT6A-114A shp and PT6A-140 867 shp engines, and can be used on either the 208 and 208B either with floats or on wheels.

“We are ready to take deposits and, depending on the FAA, we expect to have our STC later this year,” says Chuck Wiplinger, president and CEO of Wipaire.

The post Hartzell, Wipaire Conclude Testing of Yukon Prop, Await STC appeared first on FLYING Magazine.

During the following media briefing, the news included important updates to all of Daher’s line—with some of the coolest news coming on the Kodiak 100 III. 

“We have a five-blade prop right here,” said Nicolas Chabbert, senior vice president of Daher’s Aircraft Division. “It’s missing the plane behind—at least we wanted to show the five-blade prop that is going to go on the Kodiak 100.” 

The Hartzell prop is a direct replacement for the four-blade prop currently found on the 100 series. The new configuration will drop the noise quotient on the airplane by 6.3 decibels—and it’s 13 pounds lighter than the current prop. And, not insignificantly, it promises to reduce takeoff roll by about 6 percent.

Daher also announced a Garmin G1000 NXi retrofit option for earlier Kodiak 100S models.

Leadership on Sustainability

Chabbert paired the safety mission in developing its line of four turboprop models—as well as a fifth application, if you count the 100 on floats—with an equally critical mission, “as you know, the environmental impacts. Obviously, with the TBM side, we’re a little bit more sensitive to what’s happening in Europe, and sometimes in America, we get to thinking that this is coming last—or not coming—but I had a chance to be in D.C. in February and look at the White House roadmap for sustainability. I think that this is coming.” He stressed the need to have workable solutions—and not just think that technology will leap ahead in time to meet the demands of the greater community. “We have to make a combination [of the two],” Chabbert concluded.

To this end, Daher has implemented sustainable aviation fuel in its fleet in Tarbes, and incorporated sustainability features in its Me&My TBM app. The company also plans to display its Eco-Pulse technology demonstrator—a project with Safran and Airbus to explore electric propulsion on the TBM airframe—at the Paris Air Show in June.

Response to the Kodiak 900

The 900 on display at Sun ’n Fun was the first customer aircraft delivered—and one of three test aircraft that have been built to date, also including a static test article for structural testing, and a flying prototype for flight testing. The display aircraft is the first conforming production model that served for airworthiness authority function and reliability testing, and has been sold to a private operator. 

The first full-production aircraft is scheduled to be delivered in May 2023, according to Daher, as it spends time ramping up its production in Sandpoint, Idaho, thoughtfully. “We have the airplanes that are starting to line up in Sandpoint, with three, four, five, that you can see in different stages of the manufacturing process,” said Chabbert. 

Development of the “King Air 350-sized” Kodiak 900 began in 2016. “We have strong booked orders composed of Kodiak 100 and 900 models,’’ said Chabbert. ‘‘All of the positions for the Kodiak 900 in 2023 have been taken, we actually have a good third of the orders that are also taken into 2024.”

A focus on making the Kodiak series more adaptable to its environment—and the sensitivities of the locations in which its operators fly—made for a theme in Chabbert’s update on both the 900 and 100. In particular, the propeller’s design and low 1,900 rpm setting contribute to the low noise level of 79.5 dB on the 900, allowing the aircraft to operate in more strictly regulated noise-sensitive areas.

A Record Year

“The TBM 960 has surpassed all previous sales records, confirming the capabilities of digital power for this latest high-end member of our TBM 900-series aircraft family,” Chabbert said. He confirmed the delivery of nearly 60 units of the new model since its debut at Sun ’n Fun last year, with most of those trekking across the pond to North American customers. Deliveries have also gone to customers in France, Germany, Switzerland, and the U.K.

This year’s model comes with software updates to the Garmin G3000 integrated flight deck up front, along with a control yoke-mounted actuator used to manage the Garmin electronic checklists, as well as a relocated altimeter setting button. The team went through a lot of testing to ensure the proper functionality of the checklist button in particular. Seemingly small things make a difference.

The TBM 960 is also quieter, with the prop turning at 1,925 rpm during maximum power, helping to limit noise and vibration. Its sound level during takeoff is 76.4 decibels, meeting the most stringent international noise standards, according to Daher.

Stepping Up to the TBM

Interested in what it takes to fly the very-fast turboprop? An educational forum session titled “Stepping up to the TBM 960” will be presented by Wayman Luy, director of training and standards for Daher’s Aircraft Division, and is scheduled at 1:00 p.m. on Wednesday, March 29, and Friday, March 31. Attendees will earn credit for the FAA’s WINGS pilot proficiency program. The forum sessions will be held in Room CFAA-08 of the Central Florida Aerospace Academy, 4141 Medulla Road, near the main entrance to the show.

The post Daher Shows Off Kodiak 900, 100 & New TBM 960 Styles appeared first on FLYING Magazine.

The Ohio-based company has received the supplemental type certificate for the Cessna 180 powered by Continental O-470-As of serial numbers 41,000 and higher.

The Voyager was previously approved for other Cessna 180/182/185/206 models powered by the Continental -520 and -550 engines.

The Voyager propeller features scimitar aluminum blades for optimal performance, including increased takeoff acceleration and exceptional climb rate, while offering the same or better cruise speeds. The prop is positioned specifically for backcountry aircraft.

The propeller can be obtained by contacting Hartzell Propeller or one of its recommended service facilities. The Voyager propeller is being sold as part of Hartzell’s Top Prop Performance Conversions line.

According to J.J. Frigge, president of Hartzell Propeller, the Voyager model was introduced in 2019 and its continued growth in popularity inspired the propeller manufacturer to seek more applications—and taking it to the backcountry was a natural fit.

“We are also excited to partner with the Recreational Aviation Foundation (RAF) to offer its members a $1,000 discount on the regular price of Voyager props from now until the end of 2023,” Frigge said.

“The Voyager is a real tribute to Hartzell Propeller’s commitment to backcountry pilots,” said RAF’s chairman, John J. McKenna, Jr. “It shows that they are paying attention to what the market is looking for, they hear what we’re saying, and they understand. Hartzell really hit the nail on the head with this one. I’ve had a number of different propellers on my 185, and the Voyager has outperformed them in all quadrants. Not to mention, it’s a great looking propeller.”

Hartzell Helps Protect Backcountry Strips

When a member of the RAF organization buys the Voyager, Hartzell Propeller is making a $250 contribution directly to the RAF organization. The mission of the non-profit RAF is to preserve, maintain and create public-use recreational airstrips for backcountry access throughout the United States. The donation program is in place until the end of 2023.

Hartzell History

Hartzell Aviation was founded in 1917 and since then has expanded beyond propeller technology. The company’s flagship company is Hartzell Propeller, the global leader in advanced technology aircraft propeller design and manufacturing for business, commercial, and government customers. Hartzell designs next-generation propellers with innovative blended airfoil technology and manufactures them with revolutionary machining centers, robotics, and custom resin transfer molding curing stations.

The post Hartzell Voyager Propeller Approved for Cessna 180s appeared first on FLYING Magazine.

McCauley, a division of Textron Aviation, announced on its social media channels Wednesday that the C1106 prop completed vibration testing married to the GE Catalyst turboprop powerplant expected to drive the Denali.

The 5-blade composite propeller would be the first to the field with the Catalyst. It completed wind tunnel testing last December in Switzerland at RUAG.

“This is a significant milestone for the entire McCauley team,” said John Dandurand, vice president and general manager, McCauley Propeller Systems. “The completion of vibration testing brings us one step closer to certification of our new propeller for the high-performance Denali turboprop.”

In a report to FLYING, McCauley characterized the nature of the testing just completed. “The vibration testing consisted of conducting strain tests from idle to maximum power,” the company said. “The propeller exceeded all requirements. The Catalyst engine uses a proprietary internal electronic propeller control system, enabling the FADEC to optimize performance during all phases of flight.”

Denali Prop Specs

The 105-inch diameter C1106 prop is fully feathering, with reverse pitch, and nickel-plated leading edge guards. The prop actuates via a single-acting hydraulic control system. The one-piece forged aluminum hub is a new design for the company, and it weighs 150 pounds. Electric anti-ice and de-ice functions will be included as well on the Denali installation.

McCauley targets a time between overhauls (TBO) of 6,000 hours or 72 calendar months. Textron Aviation now anticipates certification of the Denali in the second half of 2024, following a rescheduling of the timeline to accommodate the concurrent Cessna SkyCourier program.

The post McCauley Completes Vibration Tests on Denali Prop appeared first on FLYING Magazine.

The cracks were discovered in early-October by a technician at the Warner Robins Air Logistics Center (KWRB), Georgia, who noticed a persistent leak on a C-130H propeller during a post-depot operation engine run check. 

• READ MORE: Prop Cracks Prompt Air Force To Ground Some C-130H Cargo Transports

“When the propeller assembly was removed and turned into the WR-ALC Prop Shop, a technician noted a crack in the propeller barrel assembly,” a spokesperson for Air Mobility Command (AMC) told FLYING in a statement at the time. Additional inspections revealed that two other propeller assemblies had the same issue, prompting the command to issue an order for a field level visual inspection on all C-130H aircraft with installed 54H60 props.

The order, which was expected to ground more than 100 aircraft, targeted aircraft with older propeller assemblies.

• READ MORE: Tenacity Helped This C-130 Pilot Earn Her Wings

Now, AMC officials believe an etching pen used to inscribe parts with serial numbers following inspections—an action the service describes as standard—may have led to the damage, Air and Space Forces Magazine reported.

“The process used to engrave serial numbers on the propellers caused the cracking that is being found on the C-130Hs,” an AMC spokesperson told FLYING in a statement Wednesday. “That process, which involved an electric arc pen to incise digits into the surface of the metal, was stopped about six months ago and will not be used going forward. Further analysis will be needed for a full understanding of the root cause of the cracks.”

The Air Force is implementing a “multi-faceted recovery plan” that includes locating parts to refurbish, the spokesperson said.

“When the depot at Warner Robins Air Logistics Complex receives an unserviceable propeller hub and blade set from a field unit, they are inspected, overhauled, tested, and then prepared for shipment to the affected unit,” the spokesperson said. “This process involves complex inspections and repairs that cannot be accomplished at the unit level outside the depot. Continued progress is underway in expediting the process to acquire available prop barrels, which includes scouring the globe for stock of the H model prop barrels that our maintainers can refurbish.”

The post USAF Identifies Likely Cause of C-130H Prop Cracks appeared first on FLYING Magazine.