deadstick
Well-Known Member
I got to thinking that, with the possibility of many airline pilots getting furloughed, some might be able to land a job flying one of many iterations of the mighty King Air. I also got to thinking that some might have gone from a Cessna CFI to an RJ FO -> RJ CA -> Boeing/‘Bus FO -> ??? without an intermediate step.
This is not intended to be condescending, but a heads-up. Do not assume your 5000 hrs in an RJ will make you the master of a turboprop.
You’re accustomed to climbing through ice, deviating hundreds of miles for weather, and having performance to spare. That’s not always the reality of the turboprop world. Some planes like the mid-teens and others have just enough power OEI to get you back to the ramp...with some 270d turns.
If you find yourself privileged to fly a King Air, aside from your initial training, read these articles: Ask the Expert Archives - King Air
Pay attention to this one and, specifically, the part about the friction knobs. Complacency kills. Period.
It’s also called Power Lever Migration. I’ve had it happen to me, and it gets your attention. Recent docket items in the ADS KA 350 accident lead me to think the NTSB is looking at this as a factor in that accident.
I am writing this now because it’s possible that another such fatal accident occurred today at RFD. A 200 crashed on takeoff and already several similarities with other such events have been identified. Hopefully, this is not the case, but I’m a Rule 39 kinda guy.
If any of y’all find yourself heading into something new, ask questions, there’s all kinds of experience here on TC...that’s Turboprop Careers .
Never stop being willing to learn and always make it home from the hangar.
This is not intended to be condescending, but a heads-up. Do not assume your 5000 hrs in an RJ will make you the master of a turboprop.
You’re accustomed to climbing through ice, deviating hundreds of miles for weather, and having performance to spare. That’s not always the reality of the turboprop world. Some planes like the mid-teens and others have just enough power OEI to get you back to the ramp...with some 270d turns.
If you find yourself privileged to fly a King Air, aside from your initial training, read these articles: Ask the Expert Archives - King Air
Pay attention to this one and, specifically, the part about the friction knobs. Complacency kills. Period.
Ask the Expert: King Air “Gotchas” - King Air
This article originally appeared in the September 2013 issue of this magazine. Some questions that I have recently received lead me to believe it is time for a repeat. Additionally, I have added a comment about the Shock Link in the nose wheel steering mechanism. I am often asked by pilots...
www.kingairmagazine.com
It’s also called Power Lever Migration. I’ve had it happen to me, and it gets your attention. Recent docket items in the ADS KA 350 accident lead me to think the NTSB is looking at this as a factor in that accident.
I am writing this now because it’s possible that another such fatal accident occurred today at RFD. A 200 crashed on takeoff and already several similarities with other such events have been identified. Hopefully, this is not the case, but I’m a Rule 39 kinda guy.
If any of y’all find yourself heading into something new, ask questions, there’s all kinds of experience here on TC...that’s Turboprop Careers .
Never stop being willing to learn and always make it home from the hangar.