Page 25 - July24

If you, unlike I, do indeed find that you must turn engine anti-ice off because of hot oil, then avoid using beta and reverse even if it means riding the brakes at times.
Under the title of “Icing Limitations” found in Section 2 of the B200’s POH it states: “ICE VANES, LEFT and RIGHT, shall be extended for operations in ambient temperatures of +5°C or below when flight free of visible moisture cannot be assured.” The next
statement is: “ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight operations in ambient temperatures of above +15°C.”
It is obvious that FOD due to ground debris is not a problem in flight. It is also not a problem during takeoff unless the takeoff is aborted and reverse remains in use to too low of an airspeed. Hence, when doing the runway lineup procedure on warmer days, it is time to retract the vanes. Not only is better oil cooling assured but more takeoff power can now be achieved with less chance of being ITT-limited.
Now let’s examine the 300-series “Icing Limitations” found in Section 2 of its POH. This one is nearly identical to the 200, except for substituting “Engine Anti-Ice” for “Ice Vanes”: “ENGINE ANTI-ICE, LEFT and RIGHT, shall be ON for operations in ambient temperatures of +5°C or below when flight free of visible moisture cannot be assured.” The next statement is: “ENGINE ANTI-ICE, LEFT and RIGHT, shall be OFF for all takeoff and flight operations in ambient temperatures of above +10°C.”
Do you notice what is different between the 300 and 200 in the second limitation? The ambient temperature dropped by 5°: +10°C for the 300 and +15°C for the 200. Why the difference?
“If you, like many pilots, fly a variety of King Air models, then there is absolutely nothing wrong with making ‘ice vanes down for all ground ops’ your SOP ... ”
JULY 2024
KING AIR MAGAZINE • 23