Maybe someone knows the right operating procedure on the following topics:1. In icing conditions, the EGT is really a limiting factor and climbing out of the icing condition might be an option. So is it allowed to increase RPM to 99 or 99.5% to have more reserve on EGT and use the extra power to climb 2 or 4000 higher to get into colder air?2. For the descent: Often a 3

Alexander,1) Yes, you can leave the condition levers at 100% in order to achieve max performance, if needed. 2) RSR can probably give you a better answer, but about 1000-1500fpm is the ideal target. In my experience, when dealing with a crossing restriction, it was fairly common to pull up the VNAV WAYPOINT 1/1 page, and monitor REQ FPM and start down when it reached about 1000fpm (assuming ATC had given us a Pilot's Discretion descent). This FMS page is not currently modeled, however. 3) Those are the Conspicuity lights. Yes, you operate those as you would Landing Lights for the reason you mentioned. Look for the CONSPIC switch on the overhead.Regards,Nick

Often a 3

Hi , thanks for your advice. I followed the tips and this is the outcome:Trip report

Alexander,Nice set of screenshots. Only error I saw was that you started #2 with the GPU hooked up. The GPU is directly behind the #2 exhaust. Oops!Regards,Nick Landolfi

Well looks like I did something wrong :( After I saw that the GNS does not loose the flight plan and the IRS is still ok after switching off the avionics for the start, now I can disconnect the GPU prior to starting engines.I know "avionics off during starting" from GA planes but never used it on the ATR or Jets. So I wonder if that is s pecific requirement on the J41?

We usually started #1 first, got the generator online, pulled the GPU, then started #2.

1. In icing conditions, the EGT is really a limiting factor and climbing out of the icing condition might be an option. So is it allowed to increase RPM to 99 or 99.5% to have more reserve on EGT and use the extra power to climb 2 or 4000 higher to get into colder air?

little correction: if you encounter icing, you climb into WARMER air, not colder air, to get rid of the ice.

Not always. If your aircraft is capable, climbing into colder air is as effective as descending into warmer air to get out of icing. Getting rid of the ice is up to the deice equipment if you have it.

May I just add that the air generally tends to get COLDER the higher you go... at least in standard air... what is taught in flight school... approx. 2

Ah! My typo, yes, I meant to type climb into colder :(

Dan, unless you edited your post previous to mine, you didn't make a typo... I was responding to Denis' post...:)Andrew

After thinking about it, down here in South Texas after a cold front in the winter it is always warmer higher because our cold air is usually only about 3,000 foot thick. I've seen OAT rise over 10C on climb many times.

I know "avionics off during starting" from GA planes but never used it on the ATR or Jets. So I wonder if that is s pecific requirement on the J41?

My response is not J41 specific, but based on the some other turboprops I've flown (which were also "avionics off before engine start"). - so it's an not uncommon thing.Several differences between a J41/ turboprop and a jet:- I believe the J41 has a DC electrical system - the few avionics (AHRS / wx radar) that require AC power get it through an inverter / Jets (usually) have an AC electrical system - the myriad components that require DC power get it through a rectifier (one exception I am aware of is an Embraer 145 regional jet - it has a DC electrical system)- The mechanism for starting the engine on a turboprop is not pneumatic (air) like it is for jets - it is (usually a dual purpose starter/generator) an electric motor - that draws a lot of power during the actual start - a number that pops in my mind at the moment is around 1000 amps for engine start. That huge power draw disrupts power to any other system which requires power - especially if you're not hooked up to a GPU. Electronics (especially avionics) in general don't like fluctuations in their power supply. They can deal with the power fluctuations okay for the most part, but you'll never know when one will be one too many (and fry your expensive FMS/AHRS/or whatever you have it black box.)So probably more of the second reason rather than the first as to why avionics off befor engine start - So what does having a DC or AC electrical system do with having avionics off before starting? Don't know - it's probably related to the second. On the Embraer 145 - if you didn't have the avionics off before starting the APU - they'd go haywire when you started the APU as all the power went to the APU starter/generator to start the APU.You normally don't have your avionics on very long without a GPU as you'll drain your battery pretty quickly and then you won't be able to start an engine either.Steve W.

Maybe RSR will chime in here, but I do distinctly remember him telling us during testing that this kind of thing (being stuck in icing conditions unable to climb due to the EGT limit) as something they constantly battled with as turboprop pilots during the colder months on the east coast.