Page 11 - Volume 16 Number 5

Gulf Coast trips with extra people aboard, while the Silver Eagle handles shorter runs with lighter loads. The Allison’s use their airplane for runs between Milwaukee and California, and to Seattle and Dallas. They previously operated a Cessna 340 and find the two airplanes’ speeds to be almost identical. Daniel Allison’s only wish is for a bit more power and speed; he says the Silver Eagle suffers noticeable power loss when it climbs into the Flight Levels.O&N is currently wrapping up FAA certification of a Cessna 340 conversion to Rolls-Royce power, answering the need for a bigger cabin and redundant powerplants. But, for a personal traveling machine, the Silver Eagle P210 is a great choice.Checking Over The Changeselectrically-deiced, reversing Hartzell propeller. BecauseVolunteer Pilots NeededVolunteers flying for the environment since 1979.A walkaround inspection starts with an extendedspinner to accommodate the 90-inch-diameter,Phone: 307-332-3242 • www.lighthawk.org the Rolls-Royce 250 is a free turbine, the featheredblades sway gently in the breeze, awaiting the spin-up of power turbine gases to set them into motion. Twinexhausts jut downward from the extended composite cowling; the lightweight engine is mounted about where the piston airplane’s propeller would be. The 40-amp lead-acid battery is just behind the engine, near a 150-amp starter-generator. For those insisting on additional backup electrical power, an optional ram-air turbine generator can be installed, deploying from the right wingroot to provide enough power for avionics and lighting. Dual vacuum pumps are provided, one6th HorizontalVolunteer PilotsLight-NeededVolunteers flying for the environment since 1979.Phone: 307-332-3242 www.lighthawk.orgVolunteer Pilotsdriven by the engine and another electrically powered,primarily to supply the de-ice boots on wing and tail,if so equipped.NeededCabin pressurization air is routed through twostages of intercooling before reaching the cabin; theheat exchangers are easily bypassed to add warmth ataltitude. There’s also a heater shroud on the left tailpipeif even more heat is needed. The vitally-necessary vapor-cycle air conditioning is electrically-driven, with thecompressor located on the firewall and evaporators inthe overhead. The cowl flaps are retained, but are seldomneeded, we were told. The split upper cowling halvesremove with quarter-turn fasteners; normal preflightVolunteers flying for the environmentuses a large door on the left side of the cowling to checkoil level and filter bypass.since 1979.The intercoolers are fed by NACA ramp inlets on theleft side of the cowling, while an inlet on the right sideof the cowl leads to the oil cooler. Induction air is takenthrough a “smile” inlet under the spinner; hot bleedair deices the intake duct and either an electric matPhone: 307-332-3242or bleed air protects the inlet lips. Current productionSilver Eagles use bleed air to do the whole job.www.lighthawk.orgFurther aft, one might expect the airplane to be stock Pressurized Centurion, but one would be wrong. TheMAY 2012TWIN & TURBINE • 9Quarter