Page 27 - February 2022

so flat-rated that there is almost no takeoff situation in which the full 2,230 ft-lbs of torque is not used.
One minute after liftoff, the system changes from Takeoff to Climb mode, ensuring that the climb ITT limit is always observed. I found it easy to get somewhat complacent in watching the torque and ITT engine instruments since the ThrustSense system always took care of them perfectly for me.
I intentionally departed a bit northwest of KDVT to keep us under the Class B airspace for a longer period of time. As the autopilot leveled us at 4,500 feet (Class B started at 5,000 in this area) I switched the system into speed mode by pushing the knob on the ISU and dialed in a speed of 195 knots, mindful of the 200-knot “below Class B” restriction.
Now about setting the speed: Golly, what a slow learner I was! The Pilot’s Guide that had been sent to me and which I had studied quite thoroughly told me that the knob on the ISU would be used to set speeds just as it is used to set desired torques: The two modes available. However, in the time after the manual had been written and before this demonstration flight, a software change had been made. Now, instead of setting airspeed using the ISU’s knob, it was done using the speed knob up on the Pro Line 21 autopilot control panel near the glareshield. I think this makes a lot of sense and is a better, more
intuitive, way to go. But, damn, I must have reached for the wrong knob 90 percent of the time! Eric was very understanding and patient with me, but I am sure he was less than impressed with my fumbling.
Once I finally had the 195 knots dialed in (using the correct knob!) the power levers moved back and set the proper value that kept us legal under Class B. When clear of the Class B overhang, I then put the autopilot into Pitch mode, dialed +8° nose up, and returned the autothrottle system to Climb mode. I could also have used IAS or FLC (Indicated Airspeed or Flight Level Change) mode, but I find that a constant pitch attitude mimics the POH’s climb speed schedule from Sea Level to the limit ... FL350 in the case of this B200GT! Depending on aircraft weight and engine power, this attitude, for all King Airs, is between 7 and 10 degrees.
Those who have read my books, viewed some videos, or took training from my old Flight Review company or KAA, know the importance of “magic numbers.” It is quite surprising how certain torque values will yield certain indicated airspeeds for different configurations, regardless of altitude or OAT. The only thing that has a noticeable effect on the torque value is aircraft weight. We leveled off at 13,500 feet and I dialed in 1,000 ft-lbs of torque, the number that usually yields 160 KIAS, clean configuration. As the autopilot held altitude, we
FEBRUARY 2022
KING AIR MAGAZINE • 25