Hi, can someone help a newbie? :-wave I know that mixture has to be leaned while climbing, but I know nothing about condition levels (see King air 350). Is it the same thing as the mixture level? What is the correct way to use them?Any help is greatly appreciated - Thanx in advance :-) Rino

Really no one in the forum knows how condition levels have to be used? :-( :-hmmm rino

Hi Rino,I think you are talking about the Prop Condition Levers? Someone may be able to give a more expert answer than me. But anyway, they are used to trim the props. They are used to feather the props, which is to say they vary the angle at which the props attack the air. A little bit after taking off I feather the props a little using the levers so that the engine RPM is in the green rather than being pegged at redline. Try them out and look at your RPM indicator. I believe this helps you get better gas mileage as well as lets the engine work a little easier. If you have an engine go out then you feather the prop all the way so that it creates less drag. If both go out then you feather both props so you can fly deadstick for a further distance and hopefully make it to a runway to set her down.Hope that helps,Jim

No I think he is asking about the High Idle/Low Idle Condition Levers in turbo props. And this question was just asked yesterday. A brief search of the forum would have yielded the answer. Anyway....The lever should be in High Idle for ALL phases of flight and only in Low Idle for startup in the real aircraft but can be used during ground taxiing in MSFS to help cope with fast taxi speeds.

Good advice. Look twice. Ask once.The actual levers perform the same function as mixture levers in piston props in that they meter fuel flow. However, they are used completely differently in turboprops because turbine engines have a far higher residual thrust component as they idle at much higher levels than a ticking-over piston engine, but require no mixture adjustment as altitude increases.To avoid confusion they are given different names as `Condition` levers so that they are not treated similarly.Hope this helps.Allcott

Actually the power condition lever does not meter fuel itself. All you're merely doing is asking the fuel control unit to maintain a lower gas gen. rpm and therefore the FCU does all the required fuel metering for the requested speed. This results in lower torque and prop rpm which makes ground manouvering easier.Cheers,JohnBoeing 727/737 Mechanichttp://www.precisionmanuals.com/images/forum/ng_driver.jpg

Thanx a lot to all of you. I missed the previous post. I'll do a search again :-wave Things clearer now.rino

>Good advice. >Look twice. Ask once.>AllcottWhat has the guy done wrong, just because he failed to see that his question has already been asked?If a friend said to you "What's the name of the dealer you bought your PC from" would you really reply to him/her "You already asked me that yesterday, why are you asking again"? Of course, you wouldn't be so rude.I just don't understand the level of intolerance that there is on the Internet. A bit like driving really - people can become quite aggressive as soon as they get behind the wheel.David

David, You may have noticed that I then went on to provide further explanation for the guys edification. The point was that this forum has covered this topic on numerous occasions and proper use of the search engine can save everyone time and trouble, as we don't have to wade through threads that are simple repetitions of ones that have gone before. It also can provide quite interesting background reading as to how explanations and tweaks and modifications develop over time, so you can see where the advice is coming from as the knowledge base builds.Please ask yourself what contribution YOU made to the thread. There is no need to answer, as I take your point. Just you take mine.Allcott

>Actually the power condition lever does not meter fuel>itself. All you're merely doing is asking the fuel control>unit to maintain a lower gas gen. rpm and therefore the FCU>does all the required fuel metering for the requested speed.>This results in lower torque and prop rpm which makes ground>manouvering easier.You are correct, of course. The Fuel Condition Lever is connected through linkages to a combined lever & stop mechanism on the fuel control unit. The lever & stop also function as an idle stop for the fuel control unit and for the fuel control unit rod. The Condition Lever controls the minimum rpm of the gas generator turbine (NG) when the power lever is in the IDLE position. The fuel condition lever has CUTOFF, LOW IDLE, and HIGH IDLE positions. The CUTOFF position shuts off all fuel to the engine fuel nozzles. LOW IDLE positions the control rod stop to provide an rpm of 52% NG. HIGH IDLE positions the control rod stop to provide an rpm of 65% NG.So in reality, it's a mixture control ONLY at idle. But that's a bit more than our original poster asked for, but good information nonetheless, as it does provide a fuller explanation as to why the control is marked the way it is.Allcott

Thanx again.I understand that condition levels are a bit more complicated to use with respect to mixture control.My original question was: How do you manage with them in flight? Do you leave them fully forward regardless of your flight level? Is this the HIGH IDLE position?Practically speaking: In a cessna 182 you reduce mixture control while climbing - Do you have to do the same with condition levels? Is HIGH IDLE at the middle?Does someone know where to get a tutorial?All the best:-wave

Rino, I trust by now you are watching the other thread with interest? Seems there is even variation in the SOP of the PT-6 turboprop. There is no need for a tutorial. Leave them fully forward for flight, unless you are flying a Shorts, apparently...Allcott

Yes, I'm keeping in touch and learning ...thx