Page 32 - January 2022

Answers to Quiz Time Questions from Page 20:
1. A. Absolutely no effect whatsoever. For the FTG to be needed in flight the Primary Propeller Governor (PPG) must fail in such a manner that the propeller speed increases. Also, once the propeller levers are advanced fully forward – Power, PROPS, Flaps, Gear; remember? – then the Overspeed Governor should prevent the FTG from ever being reached. PPGs are one of the most reliable of all systems.
In the event of using Maximum Reverse and with some mis-rigging of the engine controls, then there is a chance the FTG would activate. But since this is “your next NORMAL flight” that won’t be happening.
B. Surprisingly, there is no check the pilot ever makes of the FTG. Even during the routine maintenance Phase checks it is never examined. Yes, there is a way to test it from the cockpit but that is very rarely done and merits its own discussion at a later date.
2. The answer is B: The blade angle will decrease slightly, moving to a finer pitch.
Since the activation of Engine Anti-Ice causes a power reduction and that in turn causes an airspeed reduction, both results would cause a fixed-pitch propeller to slow down. Hence, our Constant Speed propeller governor – the PPG – will decrease the blade angle to allow less rotational resistance and keep the propeller speed from decreasing.
3. If you have read “The King Air Book” you know the mind-boggling answer: (C) It has increased. Since the FCU is merely an N1 governor, it will
reduce fuel flow in reaction to the thinner air that is providing less rotational resistance to the Gas Generator portion of the PT6. Airspeed will also decrease due to the decrease in power. Surprisingly, however, the reduction in airspeed is a smaller fraction than is the reduction in fuel flow. Does that make you feel any better about the loss of airspeed the Ice Vanes cause?
I need to say one more thing. Although this increase in Specific Range occurs in almost every situation, there is one exception. If you are at very high altitude while using Best Range Power instead of Normal or Maximum Cruise Power, then the loss in power caused by vane usage can send you to “the backside of the power curve” and cause Specific Range to decrease. I bet none of you routinely fly this way, right?
4. A. You should see normal voltage on the right Generator Bus. Some POHs state the normal range as 27.5 to 29.0 volts. The voltage regulator portion of the GCU (Generator Control Unit) should be set for 28.25 ± 0.25 volts and the gauge can have up to a 0.5 volt error and still be within specifications. This combination leads to the stated allowable range of readings.
The left Generator Bus should read slightly less, around 24 volts, since it is only “seeing” the battery’s voltage. I find that many pilots think the voltage would be zero with a failed CL. Without a generator operating – before start and after shutdown – then a failed limiter is obvious because the voltmeter reads nothing on that side. But the after start CL check ... different story!
B. Although I personally do mostly generator- assisted starts, not actual cross-starts on all King Air models, the only POH that requires this is for the 200s and B200s prior to BB- 1444. Beginning with 1444 a cross-start current depression system was included in the GCU but previous 200s do not have that. The load required to turn the small-core PT6 starters very rarely causes a CL failure, although it happens at times. The larger core PT6A-41s and -42s (200 and B200 engines) leads to more starter load and quite a rash of blown limiters. That’s why leaving the operating generator on while activating the opposite start switch is a No-No.
5. False. The King Air fuselage is strong by itself with a closed door not being necessary for added strength. Of course, it is fine to close it and there is no chance of hitting some object on the tarmac with it closed.
30 • KING AIR MAGAZINE
JANUARY 2022