Thanks for watching! I hope you enjoyed the video and learned something new. I don't consider myself an expert yet, but I'm working daily to live up to the skills and experience of my mentors. I really appreciate the encouraging words on creating this content. It's a lot of work, but I enjoy it and am always open to new ideas and suggestions. If you're interested in learning more about the preflight checks and runups, check out the great content over at King Air Academy's channel.
Excellent video! LOVE the way you edited the video noting checks/checklist items as you’re doing them! That’s a super efficient way to show viewers what’s going on and a good reminder to those of us who fly king Airs. I have recurrent training coming up pretty soon in the 350i at flight safety and haven’t been in the left seat much lately so this video a good reminder of a lot of stuff. Thanks for posting! 🤙
How about a "day in the life" of the type of pilot work you do? And... maybe... approach strategies with how you handle flaps, trim, speeds, and landing speeds with different weights. The way you do the graphics and gauge zooms to show what you are doing on your videos is really good. Once you get to a few hundred thousand subscribers you can get some higher resolution cameras so those gauge zooms are crisp LOL! Love what you are doing ! ! ! A video a week will get you there easily :D
The auto feather switch is held in the TEST position to bypass the throttle quadrant switch of the engine being checked. 1. With the switch in the ARMED position, and as the throttle is brought back, the system knows you're asking for lower torque via these throttle switches. And the auto feather arming for that engine goes out. 2. With the auto feather switch in the TEST position, the throttle switch is bypassed, not disengaged. This results in the system seeing a drop in torque and "thinking" the throttle is still forward, resulting in the system for the "failing" engine staying armed and eventually activating. The pressure switches still operate at the same oil pressure / torque. It doesn't allow you to get a check at a lower value. Not being critical, I just wanted to clarify how the system works. I've fixed these systems quite a lot.
I like how you ask tower for position of other aircraft in the pattern. Many pilots aren't that proactive. When there's multiple small planes in the pattern it's hard to tell a Piper from a Cessna. Good video.
Wonderful video! I love the King Air but am only a sim pilot. Two questions: why was autoignition not needed for this flight and why did you keep condition at low idle throughout?
Auto ignition is a system designed to prevent engine flame out during low power setting use in flight while in either turbulent air or IMC, (ignitors come on automatically within a certain torque range). As the flight wasn't conducted in visible moisture or turbulent air by the looks of it I guess he elected to save the life of the ignitors (during descent if they are armed you could "ride the ignitors" as the engine torque is brought back to the range in which they start energizing thus wearing them out sooner). Condition Levers once out of the fuel cutoff range control the "idle" speed of the gas generator (N1) so in takeoff climb and cruise the position of the condition lever doesn't effect the engine idle speed as the PT6 is above idle in these phases of flight. During descent and landing depending on the type of operation (short field landing) they can be selected to high idle to have the N1 spooled higher ready for more power sooner once reverse is selected (the POH recommends this to meet charted performance numbers). Also during operations on the idle gate on the power levers, the right engine N1 has to be in a certain range to ensure the air-conditioning compressor is spinning at a minimum value so high idle can be selected to ensure enough drive is provided to the compressor. Hopefully that helps!
Hey great videos! Love the way you explain things. Easy to understand. I just purchased a C90B and need transition training of about 50 hours. Not sure if you are available.
Ha! No this is Stevens maintenance ramp. I’m pretty particular about everything on the plane, so I’m a regular at this point. They know I know where to park lol.
I'm a controller myself. I am ashamed to hear these controllers succumb to expectation bias and not actually listen to your callsign the entire time. They expect 92, so they keep hearing 92. The last approach controller finally got it
Looking for someone to move a C90B from KCOU to KLAL on 8/7. It’s getting finished up with new G1000. Getting new -135’s when they come in in the next couple months. Just had all 4 phases at Stevens
iirc there is a TH-cam feature to upload multiple videos as different camera angles to one video, allowing viewers to switch between different camera angles. Such as seeing the inside of the aircraft or looking out the front. Rather than splicing together multiple views into a single video.
I originally misread the title as "Repossession Flight" and I thought that you were sure taking your sweet time starting the engines, I did enjoy the reposition flight though.
@@pto200 don’t ever try this but you could theoretically sit there and hold the prop with your hand and it would make no difference. Nothing connects the props to the engine.
@@michaelmartin2486 not so much with the 90. I believe the king air 350 has a “flight idle” but I hardly find a reason to ever be flying in high idle in the 90 or 200. Some would argue that when landing you can request reverse faster. This is true, however if you aren’t careful, you’ll end up floating down the runway, thus negating the value of receiving reverse thrust sooner (except now you probably really need it fast! ;) )
I do not mean to be dismissive of your efforts, bu I am just saddened to see Garmin installations in KingAirs. Before being cheapened by a dual Garmin 600 this magnificent airplane probably had a CRT-tube EFIS system with HSI and RMI - a far more worthy and ergonomic package. Ripping that out to put a few Costco portable TVs on your dash is not an upgrade. Now it's true the Collins EFIS systems started to become onerous to maintain, as tubes became more scarce to replace or repair, and they were heavier as well, but a worthy upgrade, if you don't want your KingAir to look like it just came out of the local Cosrco Tire shop, would be either the Collins Pro-Line 21, or Fusion, depending on whether you prefer touchscreens or knobs and buttons. Yeah I know - it costs more, and requires more training to operate proficiently......
16:45 Your explanation of the feather checks is very thorough and informative. Thank you very much; that was incredibly useful.
It was surprisingly fun to watch you fly. Especially with the pop-ups showing what you were doing.
Hi, congratulations, your videos are the best in King Air cockpit flights. Please, upload more.
Thanks for watching! I hope you enjoyed the video and learned something new. I don't consider myself an expert yet, but I'm working daily to live up to the skills and experience of my mentors. I really appreciate the encouraging words on creating this content. It's a lot of work, but I enjoy it and am always open to new ideas and suggestions.
If you're interested in learning more about the preflight checks and runups, check out the great content over at King Air Academy's channel.
Great video and thanks for sharing your knowledge. Also enjoyed the step by step narratives! Thanks KAG
Excellent video! LOVE the way you edited the video noting checks/checklist items as you’re doing them! That’s a super efficient way to show viewers what’s going on and a good reminder to those of us who fly king Airs. I have recurrent training coming up pretty soon in the 350i at flight safety and haven’t been in the left seat much lately so this video a good reminder of a lot of stuff. Thanks for posting! 🤙
Great video, very informative, and very well done. Thanks man! Please keep these coming :D
Thank you! Will do. Anything in particular you’d like to see ?
How about a "day in the life" of the type of pilot work you do?
And... maybe... approach strategies with how you handle flaps, trim, speeds, and landing speeds with different weights.
The way you do the graphics and gauge zooms to show what you are doing on your videos is really good. Once you get to a few hundred thousand subscribers you can get some higher resolution cameras so those gauge zooms are crisp LOL! Love what you are doing ! ! ! A video a week will get you there easily :D
Very cool video, great explanations!
Thank you! Glad you enjoyed.
Great video! Appreciate the narratives that you did this time. Nice overlays you did on the startup too.
Much appreciated!
Great flight!! Thanks for the ride along
Thanks for sharing, love the king airs...
Great King Air video. Thank you for taking the time to make this content.
Great video! I liked the explanations , I also liked you played the ambient sounds so we can actually hear the engines.
Great video man, loved the explanations, narratives and transcript. Thanks for sharing! 👍
Simply great, the way you highlight everything… Instant follower! Keep up the good work; it’ll lead to more work! Thank you!!!
The auto feather switch is held in the TEST position to bypass the throttle quadrant switch of the engine being checked.
1. With the switch in the ARMED position, and as the throttle is brought back, the system knows you're asking for lower torque via these throttle switches. And the auto feather arming for that engine goes out.
2. With the auto feather switch in the TEST position, the throttle switch is bypassed, not disengaged. This results in the system seeing a drop in torque and "thinking" the throttle is still forward, resulting in the system for the "failing" engine staying armed and eventually activating.
The pressure switches still operate at the same oil pressure / torque. It doesn't allow you to get a check at a lower value.
Not being critical, I just wanted to clarify how the system works. I've fixed these systems quite a lot.
2 hours into my private and I loved this video!
I like how you ask tower for position of other aircraft in the pattern. Many pilots aren't that proactive. When there's multiple small planes in the pattern it's hard to tell a Piper from a Cessna. Good video.
Thanks! Yeah that experimental was moving too. I saw him turning base and next thing you know he’s over the numbers lol.
Great video. I’m curious as to why you leave the condition levers in low idle, whereas some other PT6 s go to high/flt idle for flight.
Wonderful video! I love the King Air but am only a sim pilot. Two questions: why was autoignition not needed for this flight and why did you keep condition at low idle throughout?
Auto ignition is a system designed to prevent engine flame out during low power setting use in flight while in either turbulent air or IMC, (ignitors come on automatically within a certain torque range). As the flight wasn't conducted in visible moisture or turbulent air by the looks of it I guess he elected to save the life of the ignitors (during descent if they are armed you could "ride the ignitors" as the engine torque is brought back to the range in which they start energizing thus wearing them out sooner).
Condition Levers once out of the fuel cutoff range control the "idle" speed of the gas generator (N1) so in takeoff climb and cruise the position of the condition lever doesn't effect the engine idle speed as the PT6 is above idle in these phases of flight. During descent and landing depending on the type of operation (short field landing) they can be selected to high idle to have the N1 spooled higher ready for more power sooner once reverse is selected (the POH recommends this to meet charted performance numbers). Also during operations on the idle gate on the power levers, the right engine N1 has to be in a certain range to ensure the air-conditioning compressor is spinning at a minimum value so high idle can be selected to ensure enough drive is provided to the compressor. Hopefully that helps!
glad i found this channel, it would be nice if you may also elaborate along the way the power setting in different phases from ground to air to ground
Hey great videos! Love the way you explain things. Easy to understand. I just purchased a C90B and need transition training of about 50 hours. Not sure if you are available.
Did they leave you hanging on the ramp?! Great content and video btw, thanks for posting, really enjoyed!
Ha! No this is Stevens maintenance ramp. I’m pretty particular about everything on the plane, so I’m a regular at this point. They know I know where to park lol.
Great video mate. Thank you. What app were you using on the iPhone for the checklists?
Do you have any app for your checklist?
wow great video
Nice. What model 90 is this?
Love the videos, what video editing software are you usuing?
Thank you! I use Final Cut Pro.
@@KingAirGuyTV okay I will look into it... Thank you
I'm a controller myself. I am ashamed to hear these controllers succumb to expectation bias and not actually listen to your callsign the entire time. They expect 92, so they keep hearing 92. The last approach controller finally got it
Good video bro
I was wondering why do you keep takeoff prop rpm for cruise?
Looking for someone to move a C90B from KCOU to KLAL on 8/7. It’s getting finished up with new G1000. Getting new -135’s when they come in in the next couple months. Just had all 4 phases at Stevens
iirc there is a TH-cam feature to upload multiple videos as different camera angles to one video, allowing viewers to switch between different camera angles. Such as seeing the inside of the aircraft or looking out the front. Rather than splicing together multiple views into a single video.
The large complex your right spinner is pointing at at 32:15 is the Nissan plant.
That’s right. It’s often used as a waypoint by tower when they are landing 32. Sets you up for a nice 3 mile ish final.
@@KingAirGuyTV Yep! I remember Smyrna tower often saying something like "Report crossing Nissan inbound".
When more videos?
Can someone advise me the name of the departure airport? I want to replicate the fight in my sim.
I originally misread the title as "Repossession Flight" and I thought that you were sure taking your sweet time starting the engines, I did enjoy the reposition flight though.
What's the significance of the "foreflight" callsign?
I use ForeFlight to file my flight plans. 902 was the discrete number assigned to me.
Why are the engines started with the props feathered? It would seem the drag from the props would make it harder for the starter.
I think I saw you explain the reason later in the video. Should have watched the whole thing first.
Good video.
@@pto200 don’t ever try this but you could theoretically sit there and hold the prop with your hand and it would make no difference. Nothing connects the props to the engine.
You're absolutely right. I forgot that is a free shaft turbine. I'm glad you pointed that out.
May I know your flight level in this one, seems around 12-15k
I didn’t know you can do run ups in a Turboprop. I thought you can only do that in a piston aircraft.
Sure wish that you were wearing your headset from the begining.
Sorry about that. I tried to cover everything I said once I had them on.
Taking off in low idle?
As soon as you advance the power levers, the idle position is null. Let me know if you have any questions about when to use each idle position.
@@KingAirGuyTV I thought high idle was also considered flight idle. I guess it's just for high altitude or short fields then.
@@michaelmartin2486 not so much with the 90. I believe the king air 350 has a “flight idle” but I hardly find a reason to ever be flying in high idle in the 90 or 200. Some would argue that when landing you can request reverse faster. This is true, however if you aren’t careful, you’ll end up floating down the runway, thus negating the value of receiving reverse thrust sooner (except now you probably really need it fast! ;) )
spell check
I do not mean to be dismissive of your efforts, bu I am just saddened to see Garmin installations in KingAirs.
Before being cheapened by a dual Garmin 600 this magnificent airplane probably had a CRT-tube EFIS system with HSI and RMI - a far more worthy and ergonomic package.
Ripping that out to put a few Costco portable TVs on your dash is not an upgrade.
Now it's true the Collins EFIS systems started to become onerous to maintain, as tubes became more scarce to replace or repair, and they were heavier as well, but a worthy upgrade, if you don't want your KingAir to look like it just came out of the local Cosrco Tire shop, would be either the Collins Pro-Line 21, or Fusion, depending on whether you prefer touchscreens or knobs and buttons. Yeah I know - it costs more, and requires more training to operate proficiently......