Page 20 - Volume 14 Number 7

KING AIR
WINDOW INSERTS
STC’D-PMA/FAA APPROVED
What Is the Difference
Between the G & D Aero Tinted Window Insert and the Polaroid Interior Window Insert?
The $$$$$ Cost
With the G & D Aero tinted window you have full time protection against the sun and the ability to keep your passengers cool and comfortable. No need to make any adjustments to the windows because the inserts work full time.
G&D AERO PRODUCTS
951-443-1224
GARMIN
G1000 NXi www.DA.aero/G1000
FOR MORE INFO, CONTACT:
Michael Kussatz
Eastern U.S.
+1 531.207.3951 Michael.Kussatz@ DuncanAviation.com
John Spellmeyer
Western U.S.
+1 316.214.8867 John.Spellmeyer@ DuncanAviation.com
• New zero-time avionics
• Optional TAWS A, and TCAS II
• Average weight savings of 250 lbs. • New autopilot, WAAS LPV
capability, and ADS-B compliant
Duncan Aviation Advantages:
• 28 Avionics locations across the U.S. AOG Support
• 5 year parts and labor warranty • 5 years of North
American databases
PLATINUM PACKAGE PURCHASE REQUIRED TO OBTAIN 5 YEAR WARRANTY AND DATABASES (Limited Available)
18 • KING AIR MAGAZINE
King Air Magazine_DA_Due May_FINAL.indd 1
and right sides when the power levers are side-by-side. If you see one tach reading 1,300 RPM and the other is reading only 1,150, you have a problem that is easily corrected. The side at 1,300 is going faster because it has less rotational drag. Why? Because its blade angle is flatter than the other side. To remedy this difference – which is causing the airplane to not roll straight – split the power levers by pulling back farther on the side with the slower prop speed. Why, looky there! Now both props are going the same speed and directional control is noticeably improved. The second thing to watch for is that there is no increase in N1, indicating that you have left the Beta range and entered the Reverse range ... you’ve pulled too far back. If your model has the Ground Fine stop, this should not occur until the second lift of the power levers has occurred but sometimes it is misadjusted and comes in too early.
This becomes automatic for us high-time King Air pilots. The prop tachs get a lot of our attention whenever we are using the Beta Range and what we see determines where the power levers get positioned.
Coming to a stop while taxiing should involve (1) Keeping the power levers deep into Beta so that the prop RPM is as high as possible without any change in N1. This indicates the blade angle is near or at flat pitch, giving the least thrust. (2) Applying brakes to achieve the stop desired. Remember the imaginary cup near the lips in back. Brake usage should be modulated and lightened so that the stop is never really felt; the nose strut never does a little dip. (3) Once the stop is achieved, apply the brakes firmly, set the parking brake as desired, and move the power levers forward over the gate to Idle.
Is your King Air going to cower in the hangar corner the next time you approach or is she going to smile, wag her tail and look forward to the kindness you shower on her every time you fly? (What?! You didn’t realize that King Airs are living beings?!) KA
King Air expert Tom Clements has been flying and instructing in King Airs for over 46 years and is the author of “The King Air Book” and “The King Air Book II.” He is a Gold Seal CFI and has over 23,000 total hours with more than 15,000 in King Airs. For information on ordering his books, contact Tom direct at twcaz@msn.com. Tom is actively mentoring the instructors at King Air Academy in Phoenix.
If you have a question you’d like Tom to answer, please send it to Editor Kim Blonigen at editor@blonigen.net.
JULY 2020
3/30/2020
10:32:31 AM