Page 33 - Volume 12, Number 7

Investigation has revealed that some crews are using the MAN mode to bypass the system’s computer to “expedite” the delivery of the air at the temperature they have selected. The result of this practice is shown in the picture (at left) when the crew forgets that they are now in charge of keeping the system within its design limits. It is important to remember that the system should be operated in the AUTO mode and MAN mode should only be reserved to get you home at which time the discrepancy can be corrected.
ATA 25 – King Air Seating Configuration and Structural Loading
All
King Air Operators may change the seating con- figuration to arrangements not shown in the AFM as long as the necessary regulatory approvals are obtained for the change. The airplane’s weight and balance must be updated and the airplane must be operated within the center of gravity limits. Consideration should be given to emergency egress, aisle widths, access to oxygen masks and the floor loadings described below and regulatory approvals for any data used to embody the change should be approved by the local regulatory body.
The King Air floor loading has been defined by Engineering as follows:

Floor load not to exceed 200 PSF when supported directly on seat tracks via metal or wood skids.
Floor load not to exceed 20 PSF when supported directly on floor boards and not supported by seat tracks via skids.
Floor load not to exceed POH limits aft of the door in the sloped baggage area.
Center aisle loading not to exceed 20 PSF.
Tie down points shall be spaced no closer than 20 inches apart.
Do not exceed POH compartment loading. Compartment loads should be reduced for equipment already installed.
Do not exceed POH luggage compartment limits. Load factors are:
● 9 Gs forward x 1.33
● 9 Gs down x 1.33
● 7 Gs up x 1.33
The above information may be abbreviated for space purposes. For the entire document, go to www.txtavsupport.com.
JULY 2018
KING AIR MAGAZINE • 31