High pitched constant alarm noise
-
Hi,
I'm getting a high pitched constant alarm at certain points in my flight - no master caution or warning lamps and nothing on the annunciator. I'm doing 220kt so it's not the stall warning. Can anyone shed any light on what's causing it? The manual doesn't make any mention of an alarm like it.
Cheers,
Phil
-
Thanks for your help! I'm still fairly new to this - my speed indication was still in the left-hand white arc, indicating about 200kt at FL200 - would that be classed as overspeed?
-
The "left-hand white arc" is not indicative of any Vspeeds, it is the moving card of the true airspeed calculator. The end of the green arc and short red line indicates the Vne speed of the aircraft, which is 200kts in the Turbine Duke.
Thanks for mentioning the manual, though. I see that I've mistakenly identified the overspeed horn in the Audible Warning Tones section as a beeping tone, rather than a steady tone.
-
@Black-Square Thanks very much for the explanation, and I'm glad I didn't miss anything in the manual! One further (newbie) question - the cruising speed of the Turbine Duke is mentioned as something like 260kt on the aircraft information screen in the sim. Is this an IAS vs TAS thing? I'm guessing that the higher you go, the greater the difference between TAS and IAS becomes - is that correct? Sorry to ask such a basic question of you!
-
No worries! I consider my aircraft to be learning and teaching tools, so it delights me to see my users learning as much as they can. You are correct, TAS will increase with altitude for a given constant IAS. Cruising speed numbers for aircraft are usually given in TAS, since that is the speed over ground in ideal (zero wind and standard day) conditions, which is all you care about when getting from Point-A to Point-B.
You can get the TAS of the aircraft from any of the GPS units, but also from the Air Data page on the turbine engine monitor. You can also calculate it with the moving card on the airspeed indicator, which gives a great intuitive feel for how TAS works, as it requires you to dial in your pressure altitude (indicated altitude when the barometric pressure is set to standard 29.92 inHg), and temperature. I feel that this kind of intuition is never developed with glass panel instrumentation, since the TAS is just given to you, and you aren't required to know what variables go into it.
I hope that helps! Always here to answer questions!
-
@Black-Square That's fascinating! Thank you! The reason I love your aircraft (I have the TBM 850 too) is that they're a perfect mixture of analogue and digital. I love a shiny toy as much as the next person, but I totally agree with you that they can remove you from so much of what is going on with the aircraft. I can't wait till after work to jump back into the Duke to have a look at what you suggested. I just wish the UK CAA hadn't switched off so many of our VORs - I love practicing VOR-VOR navigation. One further question, is outside temperature indicated by the gauge under the pilot's window? (I know, I should RTFM :-) )
-
So glad to hear you're enjoying them! The same thing has happened over here in the US, but some parts of the country are better than others, because the terrain varies so much from one end to the other. You can still find lots of unique approaches hidden up in the mountainous areas of the mid-west.
Yes, that's the outside air temperature gauge. You can also retrieve the OAT via the function button on the transponder, and I believe also on the engine monitors in both versions of the aircraft. Happy flying!
