Most C-90 pilots understand the sequence of events that transpire in the event of a boost pump failure. A red fuel pressure light illuminates and is quickly extinguished as the cross feed opens automatically allowing the functioning electric boost pump to supply fuel pressure to both high pressure engine driven pumps. This eliminates the possibility [...]
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Compressor Wash
Q: I live in Florida. How often should I do a compressor wash on my PT-6? A: Pratt & Whitney recommend that you do a compressor wash at least once a week if the airplane is exposed to occasional salt air.
Read the rest of this entry »The Importance of Preflighting your King Air
I recently trained a student that experienced an interesting event while flying an E-90. While cruising at FL210, the upper door latch failed from fatigue. The upper portion of the door opened about six inches resulting in an explosive decompression. The pilot stated one of the more unusual aspects of the rapid loss of cabin [...]
Read the rest of this entry »Split Flap Procedures
QUESTION: Are there any split flap procedures on the C-90? ANSWER: I get this question frequently in ground school. There are no emergency procedures for a split flap situation. If the wing flaps are inoperative, the airplane should be landed in the existing flap configuration. If you have a flap malfunction, ensure flap position is [...]
Read the rest of this entry »Prist Does Not Kill Microbes
Prist does not kill fuel microbes. Although the King air rarely experiences fuel system icing, many pilots order Prist when re-fueling in the mistaken belief that any microbial growth in the tanks will be killed. Prist is a Biostat. A Biostat can keep an outbreak of microbes from continuing to grow, but it won’t kill [...]
Read the rest of this entry »Reflective Heat Shields
QUESTION: Should I place reflective heat shields in the windshield of my BE200 when I leave it parked on the ramp? ANSWER: Unlike your car, the windshield of the King Air has a polyvinyl layer sandwiched between two plates of glass. Using sunscreens to reflect the heat back outside the cockpit can damage this inner [...]
Read the rest of this entry »Cycles Defined
Many King Air pilots are confused about how to define an aircraft cycle. For maintenance purposes a cycle is defined as the period of time from initial start to shutdown of the engine that includes a start up, an increase to full power required for a flight regime and then a complete engine shutdown. So [...]
Read the rest of this entry »The Secret to Keeping your Windshield Shatter Proof
QUESTION: Will using windshield heat consistently reduce the chances of my windshield cracking? ANSWER: King Air windshields are constructed of two layers of glass separated by a polyvinyl inner layer. Contrary to popular belief, turning on the windshield heat does not cause or prevent the windshield from cracking. Most windshield crack when the heat is [...]
Read the rest of this entry »FOD or “When to Deploy the Ice Vanes”
During ground school, several students have told me about their engines having to go into maintenance for first-stage compressor F.O.D. In each instance, a single blade has been bent with the damage being caused by a soft or dull object. I’m sure it was ice. The King Air intake system is the result of a [...]
Read the rest of this entry »Why is my cabin door hard to close with the engines running?
QUESTION: I recently flew into PDK and dropped off two passengers. It was a quick drop off so I left the engines running. After they deplaned, it was very hard to close the cabin door. I noticed the door seal was still inflated. Why is my cabin door hard to close with the engines running? [...]
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