Page 15 - Volume 12, Number 7

Current King Air panels don’t have red and white stripes denoting reverse. Instead, a “Ground Fine” stop is located at the end of beta and at the start of reverse.
power was being added. The primary purpose of this unlikely scenario was to have the student see how much altitude had to be sacrificed in order to maintain a safe airspeed as the situation was being handled. From this experience, we hoped that it would be obvious why, near the runway with gear down and full flaps extended, you were committed to land if one engine lost power. Going around was no longer an option.
The Beech Training Center pro- cedures mandated that no real engine shutdowns could be done within 5,000 feet of terrain, so this maneuver was typically begun at 7,000 to 9,000 feet AGL. This day, I think I had the student pretend that we were intercepting a glide slope at 8,500 feet MSL, heading for a make-believe runway at 7,000 feet. Level at 8,500 feet we slowed, extended approach flaps and landing gear, and then started the descent at 120 KIAS and about 600 fpm ... a typical ILS profile, requiring about 500 ft-lbs of torque and 1,900 RPM in this PT6A-20-powered C90. The pilot had been well-briefed that a go-around would begin at 200 feet above the phantom runway and that I, the instructor, would pull one of the condition levers into fuel cutoff just as the pilot was adding power.
JULY 2018
To prevent the speed from decaying to near VMCA, the nose would have to be kept down and altitude would have to be lost until the airplane was clean and with the dead engine’s propeller feathered. We were in clear skies and the student was not wearing a view-limiting device. This C90 had no autofeather, an option that was rather rare to find installed back in the early 1970s.
“One thousand to go,” I called as we passed 8,200 feet. “Five hundred to minimums,” was the call at 7,700 feet. “Minimums. No runway in sight. Go Around,” was the call at 7,200 feet.
POWER: The pilot moved both power levers smoothly forward as I pulled the left condition lever fully back to cutoff the fuel. The pilot carefully stopped moving both power levers as the right ITT hit 700 degrees, our self-imposed training limit on the -20 engines.
PROPS: The pilot smoothly pushed both propeller levers to the forward stops. To hold our landing speed of about 100 KIAS, we were now sinking below our “make believe” runway.
FLAPS: Up they came and we sank a bit more.
KING AIR MAGAZINE • 13