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bad that we never saw the runway? But also, even with a usable and visible runway, what alternatives should be considered when the unexpected happens? “Wow, the wind was not nearly what was forecast!” Or, “We’re going to need to make another trip. No way can we depart with that extra meat and passengers.”
Being legal and safe ... these considerations apply to all operations at all times. Yes, there are times and events that make it difficult, perhaps impossible, to dot all of the i’s and cross all of the t’s. As I relate in The King Air Book, when I was being briefed before the ferry flight of the three 350s from Wichita to Japan – via the northern route through Siberia – I’ll never forget the comment, “We don’t make missed approaches.” When the nearest alternate airport may be over 500 miles away, landing at the planned destination can become mandatory ... one way or another.
Now let’s get King Air specific. What techniques can we use that will protect the plane and its occupants from unnecessary wear and tear and worry?
Starting: It is not uncommon to find a paved parking and run-up pad at a remote strip and when that unexpected bonus exists, using it can eliminate the need for any change in starting technique. Got a broom? It’s nice to be able to sweep the pad clean of gravel and dust that was blown up in the last storm.
Engine ice vanes were extended before we landed and have remained extended ever since. Although this has become common practice on the newer King Airs with their four-bladed propellers and higher idle speeds, even on paved surfaces, it is still an abnormal procedure for older three-bladed models with the chin-style cowling. Do it now.
When no pad exists – or it is already occupied – then we are forced to start on the dirt/gravel/sand surface. Grass? Firm turf with a nice coating of grass is as benign as a paved surface for starting, so have at it using normal procedures. The problem with grass is that we often don’t know how firm or soft it is by visual inspection while taxiing in after the previous landing. It is necessary at times to shut down before we exit the firm runway and to give the prospective parking spot a careful walk-over to help decide if it is firm enough for our usage. If in doubt, avoid.
So now we are on that dirt/gravel/sand surface that cannot be swept clean with a broom. Time to start engines. What changes should we make?
I suggest two differences. First, start the left engine first. Although we hope that no rocks will be picked up by the propeller, on a surface like this it is a possibility even with the best of techniques. The clockwise spinning props – as viewed from the back – mean that the blade is moving right-to-left as it passes closest to the ground. If a rock is in fact picked up by the prop,
NOVEMBER 2016
KING AIR MAGAZINE • 15