Page 31 - Volume 13 Number 9

the next day they had been “found” and reinstalled, so we finally flew ... a head-scratcher for sure.
One of my more recent articles,
dealing with descent planning, was
entitled “Just Because You Can,
Doesn’t Mean You Should.” I will
close this month by applying that
same principle to flap operation ...
landing gear, too. As you know, there
are maximum speed limits for flap
and gear operation. When you get
behind in your descent and approach
planning and/or ATC is not making
it easy for you, that’s when you
are justified in extending the flaps
and/or gear right at the maximum
speed limit. But normally? With proper planning and execution? There is no reason for continually utilizing the limits. Your equipment will be subjected to a much easier life if we include a 20 or even 30-knot buffer, delaying extension until we are well below the limits. It might even save a few maintenance dollars! KA
King Air expert Tom Clements has been flying and instructing in King Airs for over 46 years, and is the author
The Split Flap Protection switch and its connections to both inboard and outboard flap segments.
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 editor@blonigen.net.
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SEPTEMBER 2019
KING AIR MAGAZINE • 29