Got to land a King Air 90 today...

C.J.


On Sat, 28 Feb 2004 08:18:02 -0800, "C J Campbell"
wrote:

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The C90 is rated for single pilot. In fact, it requires no type rating at
all. It is fairly easy to fly, but I still have to think that flying a
multi-engine turboprop single pilot IFR has to be one of the most exhausting
jobs in aviation.
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All single pilot IFR is exhausting. Most of my IFR was single pilot in
single and multi engine birds. Good pre planning helps a lot until all
hell breaks loose (
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FTR, I was not the one worried about Jay handling the controls. I suspect
his biggest problem was a tendency to taxi too fast. Everyone does that
first time out in a King Air.
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C.J. know that. I just hooked my comments behind yours to try to keep
in line on all the comments made. Sorry.

If he was in 'ground idle', speed was probably fast without a lot of
brake. Does the C90 have 'beta'? I used 'beta' in some of the birds I
flew to take some of the prop pitch off taxing so wouldn't wear the
brakes out.

Long time ago in a land far away )

Big John

If he was in 'ground idle', speed was probably fast without a lot of
brake. Does the C90 have 'beta'? I used 'beta' in some of the birds I
flew to take some of the prop pitch off taxing so wouldn't wear the
brakes out.

Yeah, we used beta thrust constantly while taxiing.

I thought the brakes on the King Air were pretty marginal, actually.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

"Jay Honeck" wrote in message
news:lw60c.577$PR3.20141@attbi_s03...
If he was in 'ground idle', speed was probably fast without a lot of
brake. Does the C90 have 'beta'? I used 'beta' in some of the birds I
flew to take some of the prop pitch off taxing so wouldn't wear the
brakes out.

Yeah, we used beta thrust constantly while taxiing.

I thought the brakes on the King Air were pretty marginal, actually.

What they teach in the TC course is to avoid riding the brakes (and beta
range) as most people run to much power then ride the brakes to maintain a
proper taxi speed.

"Big John" wrote in message

All single pilot IFR is exhausting. Most of my IFR was single pilot in

I'll drink to that! I flew a couple of years in a 402 for a commuter on
Cape Cod years ago. One day on a busy holiday weekend the fog was in (of
course) and I flew 22 approachs in one day, every one of them to or near
minimums. Slept the sleep of the just that night.

JG

"John Gaquin" wrote in message
...

"Big John" wrote in message

All single pilot IFR is exhausting. Most of my IFR was single pilot in

I'll drink to that! I flew a couple of years in a 402 for a commuter on
Cape Cod years ago. One day on a busy holiday weekend the fog was in (of
course) and I flew 22 approachs in one day, every one of them to or near
minimums. Slept the sleep of the just that night.

Piston poppers are definitely much more work especially with marginal power
envelopes during emergencies.

"Tom Sixkiller" wrote in message news:K4g0c.1049

"John Gaquin" wrote in message

I'll drink to that! I flew a couple of years in a 402 for a commuter on
Cape Cod years ago. One day on a busy holiday weekend the fog was in
(of
course) and I flew 22 approachs in one day, every one of them to or near
minimums. Slept the sleep of the just that night.

Piston poppers are definitely much more work especially with marginal
power
envelopes during emergencies.

Never had any catastrophic failures(real) in that or any other airplane.
Flying the 402 was just going to work. I didn't think I was working
particularly hard at the time, until I got into a Boeing. That made the
single-pilot 402 look like a labor camp. :-)

"John Gaquin" wrote in message
...

"Tom Sixkiller" wrote in message news:K4g0c.1049

"John Gaquin" wrote in message

I'll drink to that! I flew a couple of years in a 402 for a commuter
on
Cape Cod years ago. One day on a busy holiday weekend the fog was in
(of
course) and I flew 22 approachs in one day, every one of them to or
near
minimums. Slept the sleep of the just that night.

Piston poppers are definitely much more work especially with marginal
power
envelopes during emergencies.

Never had any catastrophic failures(real) in that or any other airplane.
Flying the 402 was just going to work. I didn't think I was working
particularly hard at the time, until I got into a Boeing. That made the
single-pilot 402 look like a labor camp. :-)

Our company (many years ago) had a 340, then traded up to a Conquest. What a
difference. A while back they finally unloaded the Conquest and got a
Citation CJ. That's like being on vacation by comparison.