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whenever the flaps are extended to a position greater than Approach when all three landing gear legs are not down and locked. I have observed numerous cases in which using flaps on takeoff causes the gear horn to blow as soon as the gear starts retracting. Why? Slight mis-adjustment of the triggering switch attached to the right inboard flap mechanism is the reason. The air loads that the flaps experience in flight usually ensure that the flaps do not extend far enough to trigger the horn. However, when the flaps are extended to Approach while taxiing or in the run-up area, the lack of air load may allow them to extend far enough to trigger the horn ... something you don’t want during your short field takeoff!
Recording Results
Not long ago, the only way that the pilot could communicate with the mechanic about some discrepancy he found was verbally or in writing. Of course, it is great to encourage the lead mechanic to accompany you on that first flight so that he can observe the same things that you are seeing, but often that is not feasible.
However, now we all carry one of the very best communication devices known to humankind – our smartphones. Having a video of the dancing engine gauge or the autopilot overshooting the ILS localizer capture ... wow, what an excellent way of showing what’s wrong! Remember to take advantage of this aid.
Closing Thoughts
It is my belief that any appropriately-trained, competent, King Air pilot can successfully serve as the PIC during this most dangerous of common flights. However, I know that some pilots – although meeting all requirements and current in the airplane – lack confidence to do a good job in this unfamiliar area. A couple of suggestions: First, practice complete walk-arounds and run-ups more often until the uncertainty and mystery is removed. Second, if possible, invite a more-experienced, more knowledgeable pilot to go along to help you with the tasks at hand. Even if the available pilot is not as experienced and knowledgeable as you wish, just having another set of eyes and a checklist reader to help you can be very worthwhile. Be careful out there! KA
King Air expert Tom Clements has been flying and instructing in King Airs for over 44 years, and is the author of “The King Air Book.” 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 book, 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 kblonigen@ cox.net.
NOVEMBER 2017
KING AIR MAGAZINE • 21