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Using Big Numbers

Using Big Numbers

Years ago, I was conducting recurrent King Air 200 training with the two experienced and professional pilots of a Midwest corporation. As part of their takeoff briefing, they used the phrase, “We’ll use big numbers.” “What did you say?” I asked. “What does that mean?” Their explanation made a lot of sense to me then,…

Flap Stories

I’d like to tell you a few interesting things that I have experienced over the years involving flaps. I hope you will find them interesting and educational. Let me begin by reviewing the basic flap system design in King Airs and, with minor changes, in most other Beechcraft airplanes. The semi-fowler flaps – ones that…

Ferrying BB-294 to Malaysia – Part II

The delay caused by the need to build new ferry tanks – to replace the ones that had been crushed when subjected to the 6 psi differential pressure when tested with the original venting system – put the delivery of the Super King Air 200 to its buyer in Malaysia behind schedule. Sabah, the Malaysian…

Ferrying BB-294 to Malaysia ­– Part I

Ferrying BB-294 to Malaysia ­– Part I

In 1977 I had left Beech Aircraft Corporation’s Training Center in Wichita and transferred to the factory-owned Beechcraft West retail facility in Hayward and Fresno, California, as an aircraft salesman. Although Hayward would be my home for the next 10 years, my first months were mostly spent in Fresno. Why? Because Larry Hall, the head…

Why Feather at Shutdown?

It’s going to do it anyway, right? Since the feathering springs and blade counterweights are always trying to move the propeller blades to high pitch – and the extreme of high pitch is the feathered position – and propeller oil pressure is what prevents the springs and counterweights from succeeding in their job, then as…

King Air Crossfeed Basics

My aim in writing this article is not to present anything new but rather to simply review some of the fuel system information that you should have already received. I am sure the fuel system was covered extensively in your initial King Air training course and, if you have been flying King Airs for a…

Power Loss versus Engine Failure

Let’s see a show of hands: How many of you have experienced an honest-to-goodness engine fire in a King Air? As I expected, no hands are up. How about an honest-to-goodness engine failure, such as a main bearing going bad, or the RGB (Reduction Gearbox) uncoupling, or the high-pressure, engine-driven fuel pump failing, or an…

The History of King Air Chip Detector Annunciator Lights

In the early days of the King Air and PT6 engines, back in the ’60s and early ’70s, there was no such thing as chip detectors. The low spot near the bottom of the Reduction Gearbox (RGB) at the front of the engine had a drain plug only. The plug was not fitted with any…

The Amazing History of BB-1

The Amazing History of BB-1

I was fortunate to be employed by the Beech Aircraft Corporation’s Training Center during most of the development and certification process for the most popular King Air of all time, the model 200. I was the first ground and flight instructor for this model and had the privilege of learning directly from the engineers and…