Page 28 - February 2022

came out about 10 knots fast but then realized that there were only four of us onboard and about 1,000 pounds of fuel so we were quite light.
Next, I extended approach flaps and landing gear. As expected, we slowed to 120 KIAS. Then, simulating a precision approach, I dialed in a 600 fpm descent, which told the ThrustSense system to hold 120 knots. As expected, the resulting torque came out to near 700 ft-lbs, the magic number for this situation. I found there was very little “searching” and that the power levers made small corrections smoothly and accurately, just as a human pilot would.
We cleaned up gear and flaps, dialed in a torque of about 2,000 ft-lbs, went back to the +8° pitch, and climbed up to near 15,000 feet. Next, keeping that high torque value, I aggressively selected a pitch attitude of about -5° and we started into a rapid dive. Sure enough, as expected, when we got close to VMO (Maximum Operating Velocity), the power levers moved aft and our speed stabilized a few knots below redline.
I have not yet mentioned propeller speed. As is typical for members of the King Air 200-series, takeoff is at 2,000 RPM, climb is at 1,900 and cruise is at 1,700. (Climb and cruise are usually 100 RPM less with the Raisbeck props.) I was pleased to discover that when transitioning from takeoff to climb, I could manually
bring the prop levers back while automatically the power levers came aft a touch to prevent torque from exceeding the limit. Without the autothrottle system, we always have to ensure that we have a bit of a torque “cushion” below redline by reducing the power levers a tad, before pulling the prop levers back. That’s not necessary any longer with ThrustSense.
Eric programmed the FMS for the VOR or GPS RWY 11 at Winslow and we tracked to the IZSAH IAF to begin. I “played” with the autothrottle system, dialing in various torque and airspeed values as the autopilot flew the arc that took us from IZSAH to DMJCH where we turned inbound. The INW vortac is the FAF for this approach so as the autopilot leveled us at the FAF altitude of 6,200 feet I dialed in a speed of 120, with approach flaps and gear down. I then used the autopilot to control the descent from the FAF to MDA while the autothrottles held the speed. Even though it was severe clear, we pretended that we were still in IMC on the approach and at the MAP I depressed the GA button on the left power lever. There’s that invisible hand again! Both power levers came up smoothly to takeoff power as I pitched up into the flight director’s command bars, advanced props to full forward and retracted flaps and gear. (GA mode disconnects the autopilot, as you know.)
26 • KING AIR MAGAZINE
FEBRUARY 2022