Page 24 - May 2022

“Fewer members of the 100-series ... have been produced than any of the other branches.”
Engine Inlet Heat
will eventually creep well above your original setting unless power levers are retarded. Therefore, monitor ITT carefully and reduce power enough to leave a comfortable margin below the cruise ITT setting when turning off Engine Inlet heat. Remember that +5°C OAT is the maximum value at which Engine Inlet heat may be used. Leaving it on too long when in warm air may lead to compressor rub in the engine!
Ballooning with Flaps
There is a very pronounced pitch-up, or ballooning, effect when flaps are lowered on any member of the 100-series, including the B100. Here are a few suggestions:
When the Engine Inlet heat switches are turned on in flight, ITT will rise momentarily then drop to a lower value than originally set. The theory here is that the initial rise is caused by the reduction of cooling airflow as air is bled from the compressor and directed to the inlet, but that the subsequent decrease in ITT is caused by the P2/T2 sensor getting warmer and directing the fuel control unit to reduce fuel flow. If desired, the power levers may then be advanced to regain the original ITT. There is a trap waiting here for you. Namely, when you leave icing conditions and turn the switches off, ITT
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When selecting Approach flaps while operating near the appropriate airspeed limit of 179 knots, holding the main trim switches in the nose-down direction for 3 or 4 “beeps” of the trim-in-motion aural indicator will nicely balance the pitch-up tendency.
Another method when lowering flaps to Approach is to reduce power and let the airspeed drop well below the 179-knot limit without trimming, so that the nose is getting heavy, then lower the flaps. Presto! You are right back in trim!
22 • KING AIR MAGAZINE
MAY 2022