I fly regular non turbbo muti engine aircrafts like seminole and seneca I.I understand Manifold Pressure and RPM settings for climbs, cruise climbs, cruise, precision descents, non precision descents etc..for each aircrat.I don't understand Torque, TTT etc... thats found in Turbo aircrafts.anyone has a good link for these? or som explanations?ThanksManny

Try www.stoenworks.com. Hal Stoen is a former turboprop pilot flying mostly ther Cessna 421 (that is turno, isn't it?). Anyway it is a great corporate and private GA aircraft systems and flight ops site.I have a book, The Turbine Pilot's Flight Manual 2nd Ed. You may have to hunt for it - try Amazon. Even though it is a few years out of print it is still uptodate on basics and complexities. It might be considered expensive but you decide. It covers everything turbine from turboprops to jets. Besides engine theory and controls, it goes into complete descriptions (genericly) of avionics (even weather radar) and aux systems such as three types of structural deicing, prop deicing, and engine deicing. One of the coauthors is an airline captain.The answers to the terminology you posted are in there. Being a former real world reciprocal GA pilot some time ago, I too was lost on turbine references until I obtained this book. It is designed for real pilots migrating to turbine powered simple and complex aircraft. I had no trouble in simming transitioning to turbo props and jets of all sizes after reading this book. It really helped understanding systems in complex aircraft such as the PMDG 737NGs and freeware Saab 340Bs, CRJ200s, etc. and how to correctly proceed to fly them.To answer your terms directly:Torque is a measurement of applied power in the first stages of the turbine. Sometimes N1, an rpm measurement in percent is used. N2 is the output in rpm percent of the final stage that is loosely or tightly coupled to a prop or just output as thrust exhaust depending if you are flying a prop or jet.ITT is internal turbine temp. You keep an eye on this to prevent "melt-down" and shorten engine life.What is different to new turboprop flyers is the condition lever. It takes a long time for turbine engines to adjust to power increase commands and spool up. A flight idle bias is applied to keep the in flight engine at a higher idle speed than when idling in ground operations. This reduces delay to responding to power increases inflight operations where response time is critical. You have this control which has positions of ground idle (or ground beta range) for taxiing and flight idle for in flight which if used on the ground would cause too fast taxi speeds even with power/thrust levers at idle.Jets that I have noticed do not require condition levers, probably due to the fact that although they have the same delayed spool-up tendencies they do not have to contend with prop drag loading. Also because of their weight they require more power just to get moving anyway.Hope this helps you get started. You will need to check out the operating manuals to determine for turbo-props the correct matching of prop rpm and tourque or N1 for the state of flight you are in. Think of torque or N1 functioning similar to manifold pressure in recips but you will not have a mixture adjustment to contend with in that all intake air is compressed to start with.

That is indeed a great website. Thanks for sharing!

The 421 is turbo "charged" Not a turbine engine.Regards,Jim

>Jets that I have noticed do not require condition levers,>probably due to the fact that although they have the same>delayed spool-up tendencies they do not have to contend with>prop drag loading. Also because of their weight they require>more power just to get moving anyway.In fact, I think jets during approaches must maintain a minimum N1%, to prevent uneven engine responses in case rapid thrust changes are required.Marco

Thanks Ron.I knew about Hal Stoen. In fact I ordered his CD a while ago. I forgot all about that.I'll check it out.Manny