Thanks Jim for taking the time and making the effort to dig out this valuable info. Nothing much new to me other than the 0.63 Mach mentioned a little earlier as the best ROC at +FL280. But, it is great to have my guesses confirmed by current professional pilots.

 

I appreciate you sharing your detailed knowledge of the avionics and systems. The APR might actually be coded into the FDE. Maybe someone will step up and discuss it with Carenado.

 

If you talk to your pilot friend again, would you ask about Takeoff flaps (15 deg or Zero) and the initial climb speed (up to 10,000')?

 

Regards,

 

Ray

Thanks Jim for taking the time and making the effort to dig out this valuable info. Nothing much new to me other than the 0.63 Mach mentioned a little earlier as the best ROC at +FL280. But, it is great to have my guesses confirmed by current professional pilots.

 

I appreciate you sharing your detailed knowledge of the avionics and systems. The APR might actually be coded into the FDE. Maybe someone will step up and discuss it with Carenado.

 

If you talk to your pilot friend again, would you ask about Takeoff flaps (15 deg or Zero) and the initial climb speed (up to 10,000')?

 

Regards,

 

Ray

They normally takeoff at flaps zero, unless fully loaded. Once established in climb, they use 245 knots up to 10,000 feet unless procedural or ATC restrictions call for less. No reason why 250 knots can't be used, but our particular SOP calls for 245 to provide a buffer below the 250 knot limit.

They normally takeoff at flaps zero, unless fully loaded. Once established in climb, they use 245 knots up to 10,000 feet unless procedural or ATC restrictions call for less. No reason why 250 knots can't be used, but our particular SOP calls for 245 to provide a buffer below the 250 knot limit.

Thanks Jim.

 

Regards,

 

Ray

Thank you Jim for those reports! Very helpful!

 

Basically confirms again I've been doing it correct.

The engine computers take care of setting power, so it's levers full forward for takeoff.  Should an engine fail, the computers automatically increase the output from the remaining engine (APR), and the rudder bias system driven by bleed air from the operating engine steps on the proper rudder to help you hold the airplane straight. 

 

Once up and away (on two good engines) power is reduced slightly until  the word "climb" appears near the N1 fan speed indication on the Pro Line 21 display.  At least that's the way the RW Aircraft operates.  I have logged a few hours in the Carenado Version and I don't recall seeing thrust settings, i.e., "climb", cruise, on the MFD or anywhere else.  It's pretty much guess work if you are a Carenado Hawker Pilot.