Page 13 - April 2015 Volume 9, Number 4

I have installed both with good results over many years. I do know of a King Air owner that recently had a GKN installed and he is very unhappy with the clarity; an unfortunate problem, but one I never encountered before. On the other hand, I once tried to install a PPG windshield that simply did not fit. After a flurry of emails full of detailed measurements and photographs, PPG made everything right.
Windshield Replacement
If you are monitoring a delamination situation that is gradually getting worse, and you decide to shop around for bids on windshield replacement, check your serial number first so you will know whether you have a viable core. Then, ask about PMA versus OEM, get specific pricing on the installation kit and the labor involved. Remember to factor in shipping costs – the windshields weigh about 85 pounds in the crate.
Be sure to allow plenty of time, as well. This is not a job to be rushed. I estimate between 12 and 18 man- hours to change one windshield for an experienced technician. That does not include the time required for the sealant to cure, which is 48 hours at 70 degrees. In colder temperatures, the cure time for the sealant increases dramatically. I’ve had King Airs in my hangar for days and days with heat lamps on the new windshield, waiting for the sealant to fully cure.
Windshield Failure at Altitude
When a King Air windshield fails at altitude, it really gets your attention. If the outer pane fails, it usually cracks, making a loud snap. If the inner pane fails, it often fractures completely with a very loud pop as little chunks of glass fall into your lap. I mentioned this in my earlier article, but it bears repeating.
Your POH tells you exactly what to do if a windshield fails at altitude, but many pilots have become completely unnerved, declared an emergency, and put their King Air down on the nearest strip, far from a decent repair facility.
Years ago, a C90 en route to California had a windshield shatter at altitude over southern Nevada. The pilot declared an emergency, landed at Creech AFB, left the aircraft there and took the airlines home. The aircraft owner dithered about for the next 10 days trying to decide what to do and how to get a ferry permit from the FAA to move his airplane, etc. The military was not amused and threatened to chop up the aircraft if he didn’t get it out of there. He finally got it ferried to my shop and we took good care of him; but had the pilot consulted his POH, he could have made the necessary adjustments and continued on to his final destination. That would have avoided a great deal of aggravation.
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APRIL 2015
KING AIR MAGAZINE • 11