Blog : Ask the Expert

The E90 (and A100, B100) Fuel System

Reader Ron Randall recently sent me an email requesting that I review the E90’s fuel system. Ron has experience operating a King Air 100, a 200 and two E90s. He wrote that he experienced problems with the E90’s fuel system and requested my review/input. I am happy to oblige. Step back in time with me…

Takeoff OAT Restrictions

At the fourth King Air Gathering – KAG IV, the sold-out event held in September 2019, at the classic Hangar Hotel complex at the Fredericksburg, Texas airport (T82) – a question was asked about engine ice vane usage on the ground. Specifically, a concern was expressed about a temperature restriction stated in the Pilot’s Operating…

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…