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taxi back to the ramp in hopes of finding some maintenance.
To make matters worse, the problem often appears intermittent, because by the time you taxi back, shut down and go look for help, everything has cooled off just enough to work properly. You find a mechanic, drag them over to your King Air to diagnose the situation, you fire up the problem engine and everything works just fine! OK, chalk it up to some odd glitch, load everyone back in the aircraft, taxi back out to the runway and once again no power on that engine! It’s a maddening situation on a boiling hot day.
Troubleshooting
The most expedient way to trou- bleshoot the oil-to-fuel heater is to run that engine for about 10 min- utes; shut down and open up the R/H rear cowl door. You are going to check the temperature of the fuel bowl on the high pressure fuel pump. The HP fuel pump will be just for- ward of the FCU and its fuel bowl is above the oil-to-fuel heater (see photo, top right). BE CAREFUL! If the vernatherm in the oil-to-fuel heater is not working, this fuel bowl will be hotter than a poker! Use great caution in checking the fuel bowl or you will erase your fingerprints in the process. Warm is normal. If it’s too hot to touch, then your oil- to-fuel heater is the likely culprit.
Now what? Well, unfortunately for all of us, Pratt & Whitney does not allow the vernatherm to be changed in the field. The oil-to- fuel heater unit must be removed and exchanged. Once you find a suitable exchange unit and get it shipped to wherever you are, then it’s about a four-to-five-hour job for an experienced mechanic to change it out.
If you are in the boondocks, however, there is one other option. Keep in mind that this problem only
The author pointing to the fuel bowl of the high-pressure fuel pump; the oil-to-fuel heater can be seen below it, behind a wire bundle. The most expedient way to troubleshoot the oil-to-fuel heater is to check the temperature of the fuel bowl after the engine has run for 10 minutes.
Together, we can support all your King Air braking needs, one landing at a time.
Main wheel & brake Main wheel & brake Main wheel & brake Nose wheel
Kit P/N 199-90 Kit P/N 199-110 Kit P/N 199-125 Kit P/N 199-126
Cleveland Wheels & Brakes
Cleveland Wheels & Brakes, FAA, EASA, and ANAC approved STC conversion kits for most King Air models now include C90GT, C90GTi, and B200GT. Engineered and designed for:
• Easeofliningreplacement
• Reduced maintenance time
• Competitive operating costs
Want to learn more? Contact customer support at 1-800-BRAKING (1-800-272-5464)
www.kaman.com/cleveland www.clevelandwheelsandbrakes.com
AUGUST 2024
KING AIR MAGAZINE • 21