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a Phase I-IV every other year and little else. If you follow the biennial program correctly with interim inspections, special inspections, etc., it doesn’t save much money in the long run. I’m not a fan.
I’ve had many low-usage cus- tomers that could qualify for the biennial program, but they choose the Alternate Phase Inspection Program – two phases each year, completing all four phases in a two- year period. When the owners go to fly their King Air, they want to have confidence in it. They prefer an airplane that is looked at regularly and thoroughly. The less they fly, the more they want this assurance.
Whatever inspection program you are using; it should be declared in your logbooks. I wrote about maintenance inspections back in 2010, but I find myself discussing it every day.
The 200-hour Phase Inspection Program
High-use King Airs must have a phase inspection every 200 hours. A King Air that flies around 33 hours/ month or more is going through a phase inspection every 200 hours. That high usage rate will get through all four phases within a 24-month period. Completion of the four phases every two years is a requirement for all King Airs, no matter how much or how little it flies.
When average usage fluctuates between 16-17 hours/month and 32- 34 hours/month, you have got to keep an eye on when that 24-month deadline comes around. An example of a King Air averaging 22 hours/ month: It has its Phase I inspection and flies 200 hours, which takes about nine months.
It goes through a Phase II and flies another 200 hours over nine more months. Now it’s 18 months into the 24-month period for all four phases. The Phase III can be completed and put down again after six more months for the Phase IV; or the Phase III and IV can be done
AUGUST 2016
KING AIR MAGAZINE • 17