Doing a Flight test soon on a straight 200. If anyone has any cool tid bits of info and/or good flight test questions/stumpers...well lets have them!
Thanks
King Air 200 Flt Test Q's
Moderators: sky's the limit, sepia, Sulako, lilfssister, North Shore, I WAS Birddog
Here's a few questions I've been asked or things I've seen:
What is the position of the safety and outflow valves with the engine's off? Open or closed, and why?
Scenario: after take off, gear selected up, you have a gear unsafe light.
How can you tell the gear is up or down (assume night, type 1 prop sync).
Speaking of prop sync…what is the difference between type 1 and 2 prop sync? How can you tell what type of system you have?
If you had an outflow valve freeze shut what would happen after takeoff? How could you fix the problem?
What is a duct overtemp? Is it serious?
What happens when you reach max diff?
On the lineup checks you look at the fuel pannel and see the No AUX transfer lights on. You place the Aux Transfer switch to manual overide (I forget what exactly it says) and the AUX transfer lights don't go out. whats happend and can you take off?
Your at FL260 OAT of –50, you look at the gauges and your oil temp is around 15 degrees. Is this a problem, and if so what are you looking at/for?
What is the position of the safety and outflow valves with the engine's off? Open or closed, and why?
Scenario: after take off, gear selected up, you have a gear unsafe light.
How can you tell the gear is up or down (assume night, type 1 prop sync).
Speaking of prop sync…what is the difference between type 1 and 2 prop sync? How can you tell what type of system you have?
If you had an outflow valve freeze shut what would happen after takeoff? How could you fix the problem?
What is a duct overtemp? Is it serious?
What happens when you reach max diff?
On the lineup checks you look at the fuel pannel and see the No AUX transfer lights on. You place the Aux Transfer switch to manual overide (I forget what exactly it says) and the AUX transfer lights don't go out. whats happend and can you take off?
Your at FL260 OAT of –50, you look at the gauges and your oil temp is around 15 degrees. Is this a problem, and if so what are you looking at/for?
The feet you step on today might be attached to the ass you're kissing tomorrow.
Chase lifestyle not metal.
Chase lifestyle not metal.
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skudrunner
- Rank 2
- Posts: 59
- Joined: Mon Feb 16, 2004 5:20 pm
Q. What is the position of the safety and outflow valves with the engine's off? Open or closed, and why?
A. There both closed, they require suction from an engine to open (the plane could pressurize on the ground if it had it’s engines off, but say an external air port into the fuselage)
Q. Scenario: after take off, gear selected up, you have a gear unsafe light.
How can you tell the gear is up or down (assume night, type 1 prop sync).
A. Type 1 prop sync (switched on) with the anything but up and locked you get an amber prop sync enunciator. There is also the taxi/landing light green enunciator when the landing/taxi lights are on with the gear up. Then of course there is the gear horn itself – power back on one engine and if you get the horn it’s up.
Then the mirror. If this happens ask yourself how cold is it, was the plane inside or had MTCE done gear work – it’s most likely an out of rig uplock switch.
Q. Speaking of prop sync…what is the difference between type 1 and 2 prop sync? How can you tell what type of system you have?
A. Type one there’s a limitation against T/O and Landing with it one (IE the amber prop sync enunciator) type 2 has no limitation and therefore no enunciator.
Q. If you had an outflow valve freeze shut what would happen after takeoff? How could you fix the problem?
A. The plane would race up to max diff after takeoff (not very comfortable). It could be that your outflow valve is frozen shut or the suction line leading to it ruptured. You will have no control of your pressurization with the rate controller. Assuming the same hasn’t happened to the Safety valve the plane would depressurize after landing (again that would hurt) but there is a way to control your pressurization – shut off a bleed valve. That will limit the amount of air entering the cabin. If you want to cabin to descend retard the engine of the open bleed valve and that further reduces the amount of air into the plane. If your plane has as many holes as ours did, it will leak. You can control the cabin rate of descent with the one power lever.
Now here's the continuation of the question attached to the above answer…Assumes it’s winter and your up north. You have this problem and try this technique. I can assure you it’s going to get cold fast. Can this be fixed? And no, you have no other source of heat other than bleed. How will you land, and can you get heat during the descent?
Q. What is a duct over temp? Is it serious? No, but if ignored can fill the cabin the smoke if left unchecked. There a mixing plenum under the copilots feet where the bleed heat enters the cabin and from there gets distributed through the plane. That air can be really hot, enough to melt the ducting. So if it’s reaches a preset # you get the light, follow the drill (turn down heat, turn on blower). No biggy.
Q. What happens when you reach max diff?
A. At 8.0 +-.1 the safety valve opens and releases just enough pressure to be under max diff (+-.1), and then it closes. If you haven’t noticed (and I assure you, you will) then it will keep opening and closing until you’ve dialed the controller up (set the pressurization). Passangers will complain.
Q. On the lineup checks you look at the fuel panel and see the No AUX transfer lights on. You place the Aux Transfer switch to manual override (I forget what exactly it says) and the AUX transfer lights don't go out. what’s happened and can you take off?
A. there is a printed circuit board under the CPTS seat that controls that something else (I forget) and the override has failed.
Anyway there is a limitation that you cannot have fuel in the AUX’s but not the mains (wing structural design). So if you cannot get at the fuel in the AUX’s, your not going flying
Q. Your at FL260 OAT of –50, you look at the gauges and your oil temp is around 15 degrees. Is this a problem, and if so what are you looking at/for?
A. There is a graph in the limitations section you have to look at (oil temp VS OAT). This has to do with the oil/fuel heat exchanger. If the oil isn’t warm enough and you used a fuel grade without prist in it, you can get ice crystals forming in the fuel. If that happens the fuel filters will start to clog, then your torque and NG will start to jump around, it can get bad enough that your engine(s) will surge (badly) and you will want to be landing ASAP. It has happened to a few guys I know and both said it was not fun – both engines alternating full power/idle.
A. There both closed, they require suction from an engine to open (the plane could pressurize on the ground if it had it’s engines off, but say an external air port into the fuselage)
Q. Scenario: after take off, gear selected up, you have a gear unsafe light.
How can you tell the gear is up or down (assume night, type 1 prop sync).
A. Type 1 prop sync (switched on) with the anything but up and locked you get an amber prop sync enunciator. There is also the taxi/landing light green enunciator when the landing/taxi lights are on with the gear up. Then of course there is the gear horn itself – power back on one engine and if you get the horn it’s up.
Then the mirror. If this happens ask yourself how cold is it, was the plane inside or had MTCE done gear work – it’s most likely an out of rig uplock switch.
Q. Speaking of prop sync…what is the difference between type 1 and 2 prop sync? How can you tell what type of system you have?
A. Type one there’s a limitation against T/O and Landing with it one (IE the amber prop sync enunciator) type 2 has no limitation and therefore no enunciator.
Q. If you had an outflow valve freeze shut what would happen after takeoff? How could you fix the problem?
A. The plane would race up to max diff after takeoff (not very comfortable). It could be that your outflow valve is frozen shut or the suction line leading to it ruptured. You will have no control of your pressurization with the rate controller. Assuming the same hasn’t happened to the Safety valve the plane would depressurize after landing (again that would hurt) but there is a way to control your pressurization – shut off a bleed valve. That will limit the amount of air entering the cabin. If you want to cabin to descend retard the engine of the open bleed valve and that further reduces the amount of air into the plane. If your plane has as many holes as ours did, it will leak. You can control the cabin rate of descent with the one power lever.
Now here's the continuation of the question attached to the above answer…Assumes it’s winter and your up north. You have this problem and try this technique. I can assure you it’s going to get cold fast. Can this be fixed? And no, you have no other source of heat other than bleed. How will you land, and can you get heat during the descent?
Q. What is a duct over temp? Is it serious? No, but if ignored can fill the cabin the smoke if left unchecked. There a mixing plenum under the copilots feet where the bleed heat enters the cabin and from there gets distributed through the plane. That air can be really hot, enough to melt the ducting. So if it’s reaches a preset # you get the light, follow the drill (turn down heat, turn on blower). No biggy.
Q. What happens when you reach max diff?
A. At 8.0 +-.1 the safety valve opens and releases just enough pressure to be under max diff (+-.1), and then it closes. If you haven’t noticed (and I assure you, you will) then it will keep opening and closing until you’ve dialed the controller up (set the pressurization). Passangers will complain.
Q. On the lineup checks you look at the fuel panel and see the No AUX transfer lights on. You place the Aux Transfer switch to manual override (I forget what exactly it says) and the AUX transfer lights don't go out. what’s happened and can you take off?
A. there is a printed circuit board under the CPTS seat that controls that something else (I forget) and the override has failed.
Anyway there is a limitation that you cannot have fuel in the AUX’s but not the mains (wing structural design). So if you cannot get at the fuel in the AUX’s, your not going flying
Q. Your at FL260 OAT of –50, you look at the gauges and your oil temp is around 15 degrees. Is this a problem, and if so what are you looking at/for?
A. There is a graph in the limitations section you have to look at (oil temp VS OAT). This has to do with the oil/fuel heat exchanger. If the oil isn’t warm enough and you used a fuel grade without prist in it, you can get ice crystals forming in the fuel. If that happens the fuel filters will start to clog, then your torque and NG will start to jump around, it can get bad enough that your engine(s) will surge (badly) and you will want to be landing ASAP. It has happened to a few guys I know and both said it was not fun – both engines alternating full power/idle.
The feet you step on today might be attached to the ass you're kissing tomorrow.
Chase lifestyle not metal.
Chase lifestyle not metal.
How is the P3 line to the FCU protected? What may happen if this fails???
You get a bleed air line fail light with the associated master warning. After you run the checklist items, the red announciator does not extinguish. What happened and should you be super concerned about this?
You get a bleed air line fail light with the associated master warning. After you run the checklist items, the red announciator does not extinguish. What happened and should you be super concerned about this?
As a check pilot, I expect pilots to know off by heart the following.
A. Limitations,
B. Memory or Red Light items from the Emergency Checklist. Items that preclude the use of a checklist.
C. Where to find, quickly, yellow light items.
D. IFR procedures, rules and the law.
E. A general knowledge of major systems.
F. Where information on systems and performance can be found. Bring the training manual along, just in case.
Know the normal, abnormal and emergency checklist better than you know you own name.
A. Limitations,
B. Memory or Red Light items from the Emergency Checklist. Items that preclude the use of a checklist.
C. Where to find, quickly, yellow light items.
D. IFR procedures, rules and the law.
E. A general knowledge of major systems.
F. Where information on systems and performance can be found. Bring the training manual along, just in case.
Know the normal, abnormal and emergency checklist better than you know you own name.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
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Brantford Beech Boy
- Rank 7
- Posts: 668
- Joined: Tue Feb 17, 2004 9:34 am
- Location: Brantford? Not so much...
Good ones KAG!
Here's 2 more
1.You land BF Nowhere on a charter. During shutdown, the captain snaps the avionics master switch in the OFF position.
How are you gonna get the radios on?
2.If one of the red INTRANSIT lights in the gear handle is u/s, can you go flying?
+VE R8:
don't forget to study up on any supplemental/mods in the back of the AFM. Stuff like belly pods and raisbeck strakes will change performance/limitations etc.
cheers
BBB
Here's 2 more
1.You land BF Nowhere on a charter. During shutdown, the captain snaps the avionics master switch in the OFF position.
How are you gonna get the radios on?
2.If one of the red INTRANSIT lights in the gear handle is u/s, can you go flying?
+VE R8:
don't forget to study up on any supplemental/mods in the back of the AFM. Stuff like belly pods and raisbeck strakes will change performance/limitations etc.
cheers
BBB
There's also an electrical module by the left rudder pedals that says what type.KAG wrote: Q. How can you tell what type of system you have?
A. Type one there’s a limitation against T/O and Landing with it one (IE the amber prop sync enunciator) type 2 has no limitation and therefore no enunciator.
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Northern Flyer
- Rank 6
- Posts: 437
- Joined: Sun Feb 15, 2004 8:40 pm
KAG, what type of 200 are you flying that gets 8.0 +/- .1 on the diff? Best I've seen in a 200 is 6.5+/-.1.
Also on the question about the Aux fuel transfer light. Even if you could not transfer fuel from the aux tanks, you would still have full use of the mains, so you would still be able to fly.
Also on the question about the Aux fuel transfer light. Even if you could not transfer fuel from the aux tanks, you would still have full use of the mains, so you would still be able to fly.
Sorry, the 8.0 is RJ and I was tired, a straight 200 is 6.0.
But that no flying without the use of your AUX fuel (assumeing there is fuel in the AUX) is a NO GO item.
But that no flying without the use of your AUX fuel (assumeing there is fuel in the AUX) is a NO GO item.
The feet you step on today might be attached to the ass you're kissing tomorrow.
Chase lifestyle not metal.
Chase lifestyle not metal.
-
Brantford Beech Boy
- Rank 7
- Posts: 668
- Joined: Tue Feb 17, 2004 9:34 am
- Location: Brantford? Not so much...
