In the King Air's I've flown, unless you want to make everyone's ears "pop" (and pop hard!), a better procedure for setting Landing Field Elevation for Pressurization is as follows: 1) Turn the "Rate" knob fully counter-clockwise (zero rate of climb/descent) 2) Very Slowly rotate the Cabin Altitude Setting in the desired direction, until the Cabin Climb/Descent VSI stabilizes at -300 fpm or less (by doing it this way, you're allowing the Cabin Outflow Valves to stabilize at a lower value instead of going to -1,000 or move -Down- before stabilizing). Once the VSI stabilizes THEN you can quickly spin the Cabin on down. Once the aircraft starts descending, then slowly adjust the rate knob for a -300 to -400 fpm Cabin Descent. This is one of the ways professional pilots insure the maximum comfort for their passengers (especially important when you have infants and small children aboard!)
Entirely depends on the pressurization controller. Some require you to do this, some you can spin it as fast as you want and it makes no difference. The rate knob is ornamental in both cases until you have a steady climb/descent. Can't wait for the 360 and leaving this all behind!
Huge inspiration! Especially during the quarantine. Love how professional and serious you take this. Every pilot should do the same no matter the aircraft.
I respectfully disagree with slapping prop levers up just after touch down. This is too big a configuration change at too critical a phase of flight. To be at full RPM prior to 1.000' is a much safer procedure. I realize most all King Air drivers do this (I know of only a few pilots and a number of instructors that firmly agree with me. The only reason for not being at full RPM prior to touch down is cabin noise which is not really much difference and does not justify swapping any degree of safety for. If, for what ever reasons the props increase at different rates (as they do on most take offs) you may well leave the runway. An extremely high time (military King Air 350) pilot/instructor I know calls this "fists of fury" on landing as he sees it and instructs full RPM prior to 1.000'. I fly a 300 so props at full RPM are only 1,700 and cruise is 1.500 but I think 200 or 90 it is still a safer procedure. All other King Air drivers can now jump in to disagree : ) As I said simply my preference and if there is a sound reason that says full RPM prior to landing creates anything negative other than a difference in cabin noise I would be interested in hearing that as well. Please don't say maintenance because that would really be a reach.
Greg, Thanks for taking the time to watch and provide your approach. I think you make a good point. I follow the POH for normal landing procedures but be there any variance or abnormality to the landing, I would certainly advance the props before 1000'. Here is a Tom Clements article which gives more perspective to both sides of the argument: www.kingairmagazine.com/article/ask-the-expert-props-forward-on-landing Safe flying!
I jumped when he slammed the props forward. I can remember early series Twin Otters and PT6 Turbine Beavers that might give you forward thrust instead of reverse. I saw a 100 Series Twin Otter leave the runway at almost 90 degrees and a Turbine Beaver eat up a hanger door because the props were not full forward and they expected reverse thrust. Interlocks were installed after a few accidents. I always pushed the props forward on a King Air 200 at 1000 feet.
Agree 100% with full prop before landing. That's allot of jerking around on touch down, which translates into your yoke hand... It's just nutz. Your gonna do full props on cross wind, on short field, and slick/minimums conditions anyway... So why not make the mussel memory's job easier, and limit it to one kind of prop procedure. Just my two cents.
@@retikulum Ah yes, that's a great suggestion. I may as well use it sometime. The only downside I think it'll be that afterwards taxiing will require full throttle. Joking aside, it's interesting how in this video the B350 does the arrival at almost full throttle, half propeller RPM and condition level at low idle. In MSFS the recommendation by most is to have full prop RPM and cond high idle at all times while on air.
@@FlyingTexas Yes, I'm not saying that MSFS's way is correct. The flight sim does not properly simulate some real life things, such as propeller drag. So generally speaking having props to either 1500RPM or 1700RPM makes no difference to the sim, apart from the noise. I've now learned to reduce RPM during cruising and I believe the checklist recommendation is to push the prop lever to full forward on touchdown like you did. I'll start doing the same. Another example would be cond low idle, as I'm reading that 99% of real life pilots leave it there after they start up engine #2 (except perhaps on very hot days), whereas in the game there are many who suggest to have it to high idle during the entire flight (can't remember the reasoning, probably related with prop drag again). I don't have the official pilot operating handbook available but FlightSafety's pilot checklist shows that low idle is perfectly fine from engine startup to landing, so again this is what's shown in your video. Good stuff! Keep this up.
Left seat in the King Air is quite a handful. You are looking more comfortable there each time we see a new video. Lots to do and things come at you very quickly. Once you master that, you can fly most anything. Are you done with the Skylane? Quite the difference between piloting those two.
@Youric Hunt you dont have to get upset. Im not saying he wouldn't have needed any atc assistance but he would of been familiar with the aircraft a little more than he was. He was a pilot before having to fly this plane
Nice job, Max! Looks like you "hired" a pretty good F.O. to help you out as well!! 😉. I'm not sure when this flight happened, but I hope you and your family are doing well during these trying times!
Why?? If the checklist calls for PROPS..... HIGH RPM. Why did you delayed until flare, then placed the throttles into reverse. It took your hands off of the throttles to place the PROPS to high RPM.??
What’s the school of thought on moving the props forward after landing. I see that’s what the checklist calls for, but just don’t understand why. That’s a pretty airplane and panel!
@@master1387 The props have the ability to "twist." In "thrust" operation the blades change how much the "bite" the air. In Beta mode the blades twist the other direction forcing the thrust forward...pushing air forward acts as a brake and dramatically slows the plane down. For the propellers to twist into beta mode, they first need to be in the "full forward position." ie flatter pitch or high RPM first. Think of the "full forward position" as the dividing line between choosing beta (reverse thrust) or normal thrust (propulsion.) If beta mode were selected before the props were in flat pitch(full forward), the props would still be producing normal thrust until they moved through the flat pitch configuration into beta. It is purely a mechanical issue. Think of it as an automatic transmission, you need to go into nuetral before shifting from drive to reverse.
It’s a nice touch on the KingAir, going fully fine on final approach doesn’t help touchdown even on a short runway. Also to save the props easy on the reverse you don’t need anything but a gentle touch, beta will do
Not necessary might not be a checklist item, even. But will result in a RVS NOT RDY condition, so it alleviates load for the PF when you do this during approach.
why not just read the checlist once? to keep going back and forth , referring to the checklist during descent for every item is not the way. arm the auto feather and set the cabin altitude, cabin signs on and the approach briefing should already be done. the right hand seat reports runway in sight without even checking with the pilot flying, this is leading the other. and the props after landing well theres enough been said over that.
Frank Gallagher We reiterates checklist items for the purpose of this video. The video is much shorter than the actual flight so we cut parts including discussing the field in sight. As for the props, you’re more than welcome to deviate from the published checklist.
I agree with Frank. Do it the same way all the time eff the video and fly the plane. If it happens too fast, for video purposes, it means the viewer needs to come up to speed not change the pilot work flow. That's airline mentality and it works.
Yes it’s a great idea, years ago everyone went fully fine, with notable exceptions me, on final with often bad results. Final is the correct term by the way!
There has been a lot of discussion about this. Not saying the way we do it is absolutely the best but there were a few crashed because of people going props full forward in the King Air on final. Changing the flight configuration before landing can lead to issues.
@@FlyingTexas I noticed in XPlane 11 that before touchdown, with the props full forward, the plane sinks awfully fast nose first, even with full back pressure, resulting in smashing all 3 gears at 400fpm, just after cutting the power... Are those the issues you are talking about??
@@FlyingTexas ooohh interesting info there… never thought somebody would crash by setting props to full rpm before landing… though from my experience, I think there is a reason why… when you set the props to full rpm inflight, it has the effect of reducing engine torque without any input from the power levers… this is due to the props biting less air for the given power lever setting, thus torque is reduced… if a pilot doesn’t watch out for this, airspeed will definitely decay to the point that it can dip below stall speed or even Vmca, which can be disastrous, to put it mildly… in my case, I use two methods: 1: after lowering gears and slowly setting props to idle, I go to the power levers immediately after and set my required torque setting for landing. 2: during approach, I set my power levers at around 10% more torque than what I use for final approach & landing, then lower the gear and slowly set the props to full rpm… that way, the torque lowers back to roughly the torque setting I’ll need for landing, without me doing much fiddling with the power levers… if you notice, I said the word “slowly” for setting prop levers to full… this is to: 1: not put too much strain on the props by going from low to high rpm all of a sudden 2: not change the aerodynamics of the airplane so suddenly that it can affect controllability in an unexpected way… not that it will happen, but better safe than sorry…
What type of Garmin package is that? I've installed G1000, G3000, and G5000s, and more than my share of G1000s in the King Air and as an Avionics installer, but I can't say I've ever seen that setup before. Not with the divider in the displays like that. No GMAs ether? And the SAM unit is on the left instead of the center. Never seen anything like this. Just curious.
Right before touchdown the PIC pushes the props full forward. I had always thought that the props go full when the when the descent begins. Was this a miss on the checklist or maybe crew preference? (As Required)
I also have this doubt. I’ve seen videos where the prop levers are full forward before touchdown. Looking at his checklist, it’s says that prop levers need to be at 100% after touchdown but the previous checklists say nothing of lever positioning. Maybe there is more than one way of doing this procedure correctly.
Wind coming from the right makes the airplane drift off to the left. In order to keep it on track you need right rudder and perhaps a little low wing on the right if the wind is blowing hard or gusting. Imagine rowing a boat across a river to a point directly across from you. In order to arrive at that spot you would have to row the boat pointed into the current the right amount of angle to arrive at the chosen spot. Otherwise you will drift downstream. Even though the bow of the boat is pointed upstream, the track across the river will be straight. Just before touchdown onto the runway you straighten the nose with a little left rudder to keep the airplane going straight when it touches down.
Hey! You are not supposed to be speeding on the taxiways! haha! Nice work, I have an old (2006) vintage Microsoft FSX with a King Air 350. LOVE that bird, I almost exclusively fly her. Hard to stall! I have tested her out and she simply REFUSES to stall, period! I wonder if the actual bird is like that. Now, Many flaws, I can't feather the props on the sim, though despite the pedestal is genuine, Now I having issues upon starting the number two engine as it wants to spool up to full power, and pull me with the brakes fully set! Probably another bug developing in this old sim. I can't wait to get Microsoft's NEW sim the FX 2020! I watched a vid on that I must admit the graphics and sound are SUPURB! There is so much detail that the effects are not built in any CD rom, but streamed live as one is flying. I do hope the repetition is not present on this 2020 version. Also about 40% of the switches are not operable in this old sim nor is the cabin pressurisation system! I would love to fly (Pilot or simply to fly in one in real life, a Pilatus PC-24! Made in Switzerland, it is Switzerland's first multi engine craft. I would also love to get on board with them in designing an all electric aircraft! (NO fossil fuel)! Israel has come out with its own e/plane, the 'Eviation Alice', three motors two on wingtips and one in the tail all pusher props. Seats 9 passengers and two crew. Of course one day i would like to pilot a REAL Raytheon Beechcraft King Air 350!
What's the difference if it's left or right? The C90 doesn't have counter rotating propellers. In getting a multi-engine rating we practice engine outs on a regular basis so there is no surprises. The King Air and many other aircraft fly fine on one engine if you do things correctly. That's why you practice practice practice.
@@vinceocratic Joking? No, I'm a Commercial pilot flying for 46 years. I flew the King Air for many years among many others including jets. There's many dynamics and systems that are far more complicated than singles with twins. It isn't all about the engine.
@@vinceocratic You don't go get a multi-engine rating just to learn about "the critical engine". There are many things to learn about flying multi-engine airplanes. They are more complex than single engine airplanes on many levels. Your original post inferred the left engine is the "critical engine". I asked you what is the difference if it's the right or the left. You didn't answer that. For your benefit, the "critical engine" is the one that will have the most negative affect on the aircraft in the event of an engine failure. It isn't always the left engine. Singles is short for single engine aircraft. Twins is short for Twin Engine Aircraft. Clear now?
No it’s not. It gives you full reverse if you need it because it resets the fuel topping governor You know what’s useless? Having the props screaming at 1800 or 1900 or whatever the C90 has for most of final for something you can easily push forward at any time for a go around or max reverse.
In the King Air's I've flown, unless you want to make everyone's ears "pop" (and pop hard!), a better procedure for setting Landing Field Elevation for Pressurization is as follows: 1) Turn the "Rate" knob fully counter-clockwise (zero rate of climb/descent) 2) Very Slowly rotate the Cabin Altitude Setting in the desired direction, until the Cabin Climb/Descent VSI stabilizes at -300 fpm or less (by doing it this way, you're allowing the Cabin Outflow Valves to stabilize at a lower value instead of going to -1,000 or move -Down- before stabilizing). Once the VSI stabilizes THEN you can quickly spin the Cabin on down. Once the aircraft starts descending, then slowly adjust the rate knob for a -300 to -400 fpm Cabin Descent. This is one of the ways professional pilots insure the maximum comfort for their passengers (especially important when you have infants and small children aboard!)
Entirely depends on the pressurization controller. Some require you to do this, some you can spin it as fast as you want and it makes no difference. The rate knob is ornamental in both cases until you have a steady climb/descent. Can't wait for the 360 and leaving this all behind!
Huge inspiration! Especially during the quarantine. Love how professional and serious you take this. Every pilot should do the same no matter the aircraft.
FloridaPilot Thank you! Like to maintain professionalism (especially in the videos). Appreciate the comment. Glad you enjoyed the video.
I respectfully disagree with slapping prop levers up just after touch down. This is too big a configuration change at too critical a phase of flight. To be at full RPM prior to 1.000' is a much safer procedure. I realize most all King Air drivers do this (I know of only a few pilots and a number of instructors that firmly agree with me. The only reason for not being at full RPM prior to touch down is cabin noise which is not really much difference and does not justify swapping any degree of safety for. If, for what ever reasons the props increase at different rates (as they do on most take offs) you may well leave the runway.
An extremely high time (military King Air 350) pilot/instructor I know calls this "fists of fury" on landing as he sees it and instructs full RPM prior to 1.000'.
I fly a 300 so props at full RPM are only 1,700 and cruise is 1.500 but I think 200 or 90 it is still a safer procedure.
All other King Air drivers can now jump in to disagree : )
As I said simply my preference and if there is a sound reason that says full RPM prior to landing creates anything negative other than a difference in cabin noise I would be interested in hearing that as well. Please don't say maintenance because that would really be a reach.
Greg, Thanks for taking the time to watch and provide your approach. I think you make a good point. I follow the POH for normal landing procedures but be there any variance or abnormality to the landing, I would certainly advance the props before 1000'. Here is a Tom Clements article which gives more perspective to both sides of the argument: www.kingairmagazine.com/article/ask-the-expert-props-forward-on-landing Safe flying!
I jumped when he slammed the props forward. I can remember early series Twin Otters and PT6 Turbine Beavers that might give you forward thrust instead of reverse. I saw a 100 Series Twin Otter leave the runway at almost 90 degrees and a Turbine Beaver eat up a hanger door because the props were not full forward and they expected reverse thrust. Interlocks were installed after a few accidents. I always pushed the props forward on a King Air 200 at 1000 feet.
@@FlyingTexas I always land with full prop on my msfx : )
Agree 100% with full prop before landing. That's allot of jerking around on touch down, which translates into your yoke hand... It's just nutz. Your gonna do full props on cross wind, on short field, and slick/minimums conditions anyway... So why not make the mussel memory's job easier, and limit it to one kind of prop procedure. Just my two cents.
Yeah why wernt props full fine prior to 1000 visual or IAF when I operated it
The King Air is such a beauty!
What a beautiful plane. Sad they are being discontinued.
This is great! I used to fly the 99, I miss it. This video was a great refresher of flying the type.
The Beech Royalty line is one of my favorites. The Queen Air, B99, C90, B200/300 are some of the most stout aircraft to grace the skies.
God, I could almost feel the gusts on the final. Nice work!
The stopping performance of this aircraft is true fly incredible
Beautifully done, my man.
i LOVE that cockpit setup with the g600s and the 2 GTN750s.
It's a blast to fly!
In MS flight simulator I just dive bomb at the airport and pray the wheels don't break or a tree doesn't come my way. It works, most of the time.
@@retikulum Ah yes, that's a great suggestion. I may as well use it sometime. The only downside I think it'll be that afterwards taxiing will require full throttle. Joking aside, it's interesting how in this video the B350 does the arrival at almost full throttle, half propeller RPM and condition level at low idle. In MSFS the recommendation by most is to have full prop RPM and cond high idle at all times while on air.
Hmm... didn't see that in training.
@@FlyingTexas Yes, I'm not saying that MSFS's way is correct. The flight sim does not properly simulate some real life things, such as propeller drag. So generally speaking having props to either 1500RPM or 1700RPM makes no difference to the sim, apart from the noise. I've now learned to reduce RPM during cruising and I believe the checklist recommendation is to push the prop lever to full forward on touchdown like you did. I'll start doing the same.
Another example would be cond low idle, as I'm reading that 99% of real life pilots leave it there after they start up engine #2 (except perhaps on very hot days), whereas in the game there are many who suggest to have it to high idle during the entire flight (can't remember the reasoning, probably related with prop drag again). I don't have the official pilot operating handbook available but FlightSafety's pilot checklist shows that low idle is perfectly fine from engine startup to landing, so again this is what's shown in your video. Good stuff! Keep this up.
@@retikulum I must try that LOL
@@FlyingTexas ha ha - land in snow or ice 😂😂
Gear down, lights up. I like that!
Sweet landing - I want a King Air now !
Fantastic landing. Well done 👍 Auckland New Zealand
Derek Priest Thank you, Derek! Love NZ
Left seat in the King Air is quite a handful. You are looking more comfortable there each time we see a new video. Lots to do and things come at you very quickly. Once you master that, you can fly most anything. Are you done with the Skylane? Quite the difference between piloting those two.
You have flown alongside in the rightseat and you're ready and it's great and I'll fly with you anytime
Nicely done on both, the landing and this video.
Thank you, alaninnh!
Agreed. Nicely done. Now, if we can replicate a Cuba landing. Oh, no we can't. Patience.
nice job max, you getting comfy in the left seat
Good job. Watching from Idaho.
Thank you, Michael!
I've followed you on many flights in the rightseat
I though you are supposed to have prop levers full forward in event of a go around?
It's great to see you as PIC in the C90
You nailed it bro
Doug white could've used this video a couple years ago
@Youric Hunt well he wouldn't of needed the help from atc if he watched it
@Youric Hunt you dont have to get upset. Im not saying he wouldn't have needed any atc assistance but he would of been familiar with the aircraft a little more than he was. He was a pilot before having to fly this plane
Now I know how to land a king air ,thanks!!
love the video fly high watching you from PC FL
Nice first landing.
Nice job, Max! Looks like you "hired" a pretty good F.O. to help you out as well!! 😉. I'm not sure when this flight happened, but I hope you and your family are doing well during these trying times!
Great job landing! Really nice......
No pitch forward before touchdown?
Thanks for the video. Enjoyed the content
Why?? If the checklist calls for PROPS..... HIGH RPM. Why did you delayed until flare, then placed the throttles into reverse. It took your hands off of the throttles to place the PROPS to high RPM.??
GreAt video and walk thru
Looking at all the specs, and watching your videos, the King Air 90 does seem to be the most versatile aircraft available.
What’s the school of thought on moving the props forward after landing. I see that’s what the checklist calls for, but just don’t understand why. That’s a pretty airplane and panel!
Best guess? Prop full forward would give you the biggest bite of air, so going from idle to reverse gets you full power.
It is necessary to allow the props to go into reverse.
Thefireman 285 I’m still a little confused about how the props affect going into the beta range. What do you mean by allow?
@@master1387 The props have the ability to "twist." In "thrust" operation the blades change how much the "bite" the air. In Beta mode the blades twist the other direction forcing the thrust forward...pushing air forward acts as a brake and dramatically slows the plane down. For the propellers to twist into beta mode, they first need to be in the "full forward position." ie flatter pitch or high RPM first. Think of the "full forward position" as the dividing line between choosing beta (reverse thrust) or normal thrust (propulsion.) If beta mode were selected before the props were in flat pitch(full forward), the props would still be producing normal thrust until they moved through the flat pitch configuration into beta. It is purely a mechanical issue. Think of it as an automatic transmission, you need to go into nuetral before shifting from drive to reverse.
It’s a nice touch on the KingAir, going fully fine on final approach doesn’t help touchdown even on a short runway.
Also to save the props easy on the reverse you don’t need anything but a gentle touch, beta will do
I flew many aircraft over the years and I find that King Airs are easier to land than a Cessna 172.
They are not.
@reneblanco4133
They are. Far less affected by cross winds and thermals. Fly it straight down the PAPI/GS until ten feet and then a slight flare.
Congratulations
I LOVE King Air 350!
Practice,practice ,,nice job
Ever felt like getting more time by flying between KSGR & KAXH?
nice video man. i enjoyed it
Thanks I'll use this when my pilots on them
Nice flight Maxwell
Are the prop levers not supposed to be in full forward as part of your landing checks?
Not necessary might not be a checklist item, even. But will result in a RVS NOT RDY condition, so it alleviates load for the PF when you do this during approach.
Miss our Twin Commanche with a 3 axis autopilot. Point and go.
Right rudder with a wind from the right?
Great landing !
Really good stuff.
Thanks!
What is the recommended airspeed for crossing the initial approach fix in the KA90? Approach speed?
Good job Amigo
Nice Max!
Thanks, Ed! Hope you're staying safe.
Well done 👍
Thanks @daveblevin3322
Tha panel looks great
Why do you push the prop leavers full only before landing and not lets say 5nm out?
Awesome inspiration man.
I appreciate that!
why not just read the checlist once? to keep going back and forth , referring to the checklist during descent for every item is not the way. arm the auto feather and set the cabin altitude, cabin signs on and the approach briefing should already be done. the right hand seat reports runway in sight without even checking with the pilot flying, this is leading the other. and the props after landing well theres enough been said over that.
Frank Gallagher We reiterates checklist items for the purpose of this video. The video is much shorter than the actual flight so we cut parts including discussing the field in sight. As for the props, you’re more than welcome to deviate from the published checklist.
I agree with Frank. Do it the same way all the time eff the video and fly the plane. If it happens too fast, for video purposes, it means the viewer needs to come up to speed not change the pilot work flow. That's airline mentality and it works.
Prop and condition are set at min then prop full forward after Landing and reverse is engaged? Where can i read more about this?
Yes it’s a great idea, years ago everyone went fully fine, with notable exceptions me, on final with often bad results.
Final is the correct term by the way!
There has been a lot of discussion about this. Not saying the way we do it is absolutely the best but there were a few crashed because of people going props full forward in the King Air on final. Changing the flight configuration before landing can lead to issues.
@@FlyingTexas I noticed in XPlane 11 that before touchdown, with the props full forward, the plane sinks awfully fast nose first, even with full back pressure, resulting in smashing all 3 gears at 400fpm, just after cutting the power... Are those the issues you are talking about??
@@FlyingTexas ooohh interesting info there… never thought somebody would crash by setting props to full rpm before landing…
though from my experience, I think there is a reason why…
when you set the props to full rpm inflight, it has the effect of reducing engine torque without any input from the power levers… this is due to the props biting less air for the given power lever setting, thus torque is reduced…
if a pilot doesn’t watch out for this, airspeed will definitely decay to the point that it can dip below stall speed or even Vmca, which can be disastrous, to put it mildly…
in my case, I use two methods:
1: after lowering gears and slowly setting props to idle, I go to the power levers immediately after and set my required torque setting for landing.
2: during approach, I set my power levers at around 10% more torque than what I use for final approach & landing, then lower the gear and slowly set the props to full rpm… that way, the torque lowers back to roughly the torque setting I’ll need for landing, without me doing much fiddling with the power levers…
if you notice, I said the word “slowly” for setting prop levers to full… this is to:
1: not put too much strain on the props by going from low to high rpm all of a sudden
2: not change the aerodynamics of the airplane so suddenly that it can affect controllability in an unexpected way… not that it will happen, but better safe than sorry…
What type of Garmin package is that? I've installed G1000, G3000, and G5000s, and more than my share of G1000s in the King Air and as an Avionics installer, but I can't say I've ever seen that setup before. Not with the divider in the displays like that. No GMAs ether? And the SAM unit is on the left instead of the center. Never seen anything like this. Just curious.
G500 maybe?
Yes, that looks like it. In my 20 years of Avionics, I’ve never seen or heard of a G500 package. Interesting.
Dual G600 and dual GTN750
@@YourMKArcadeSource G500s are like tall package G1000s. Yes I know I'm 3 years late, but I've only found the video. Coincidentally, I've used both.
That was great
great video, but how filthy are all those buttons?!
Does the 90 need a type rating?
No
Right before touchdown the PIC pushes the props full forward. I had always thought that the props go full when the when the descent begins. Was this a miss on the checklist or maybe crew preference? (As Required)
I also have this doubt. I’ve seen videos where the prop levers are full forward before touchdown. Looking at his checklist, it’s says that prop levers need to be at 100% after touchdown but the previous checklists say nothing of lever positioning. Maybe there is more than one way of doing this procedure correctly.
Why full right rudder? Wind is coming from right
Wind coming from the right makes the airplane drift off to the left. In order to keep it on track you need right rudder and perhaps a little low wing on the right if the wind is blowing hard or gusting. Imagine rowing a boat across a river to a point directly across from you. In order to arrive at that spot you would have to row the boat pointed into the current the right amount of angle to arrive at the chosen spot. Otherwise you will drift downstream. Even though the bow of the boat is pointed upstream, the track across the river will be straight. Just before touchdown onto the runway you straighten the nose with a little left rudder to keep the airplane going straight when it touches down.
Like a boss!!
good landing!
Thank you! Happy Holidays
Is this a King Air C909?
C90B
Is that a G1000????
No. It's 2 G600s and 2 GTN750s
Hey! You are not supposed to be speeding on the taxiways! haha! Nice work, I have an old (2006) vintage Microsoft FSX with a King Air 350. LOVE that bird, I almost exclusively fly her. Hard to stall! I have tested her out and she simply REFUSES to stall, period! I wonder if the actual bird is like that. Now, Many flaws, I can't feather the props on the sim, though despite the pedestal is genuine, Now I having issues upon starting the number two engine as it wants to spool up to full power, and pull me with the brakes fully set! Probably another bug developing in this old sim.
I can't wait to get Microsoft's NEW sim the FX 2020! I watched a vid on that I must admit the graphics and sound are SUPURB! There is so much detail that the effects are not built in any CD rom, but streamed live as one is flying. I do hope the repetition is not present on this 2020 version.
Also about 40% of the switches are not operable in this old sim nor is the cabin pressurisation system!
I would love to fly (Pilot or simply to fly in one in real life, a Pilatus PC-24! Made in Switzerland, it is Switzerland's first multi engine craft. I would also love to get on board with them in designing an all electric aircraft! (NO fossil fuel)! Israel has come out with its own e/plane, the 'Eviation Alice', three motors two on wingtips and one in the tail all pusher props. Seats 9 passengers and two crew.
Of course one day i would like to pilot a REAL Raytheon Beechcraft King Air 350!
Max can get it. Cutie!
T 86 45 2020
Plane does most of the flying!
I don't know who the guy was in the right seat, but he was WAY more knowledgeable than the "pilot".
If you are not going to follow the flight director , turn it off, it just adds confusion
Isn’t it the Transition Level at FL180 on descent? Instead of Transition Altitude.
Landing speed looked a little too fast.
This is all good until that left engine dumps on u. Would love to see how calmly u read from the emergency checklist when that happens
What's the difference if it's left or right? The C90 doesn't have counter rotating propellers. In getting a multi-engine rating we practice engine outs on a regular basis so there is no surprises. The King Air and many other aircraft fly fine on one engine if you do things correctly. That's why you practice practice practice.
@@HabuBeemer are you joking…? The sole reason you need a separate twin license is due to the critical engine.
@@vinceocratic Joking? No, I'm a Commercial pilot flying for 46 years. I flew the King Air for many years among many others including jets. There's many dynamics and systems that are far more complicated than singles with twins. It isn't all about the engine.
@@HabuBeemer “singles with twins?” No idea what your talking about.
@@vinceocratic You don't go get a multi-engine rating just to learn about "the critical engine". There are many things to learn about flying multi-engine airplanes. They are more complex than single engine airplanes on many levels. Your original post inferred the left engine is the "critical engine". I asked you what is the difference if it's the right or the left. You didn't answer that. For your benefit, the "critical engine" is the one that will have the most negative affect on the aircraft in the event of an engine failure. It isn't always the left engine. Singles is short for single engine aircraft. Twins is short for Twin Engine Aircraft. Clear now?
Is that a ground speed record for you?
No...
You'll wonder how you did this when you have 10,000 hrs and several thousand landings.
Anyone else think this setup of a cockpit looks lazy and under utilized?
Props full forward after touch down are useless.
No it’s not.
It gives you full reverse if you need it because it resets the fuel topping governor
You know what’s useless? Having the props screaming at 1800 or 1900 or whatever the C90 has for most of final for something you can easily push forward at any time for a go around or max reverse.
no way i'd get into one of those things, fly if you want to ,but for me it's the ground
Its safer to fly than drive
He, no don't sink. Lmao
Right seat of a king air? SMH Jesus Christ.
Props should be full forward before you touch down.
Checklist states props full after touchdown.
No.
.... The Big Problem I See,,,, No One,,,, and I Mean,,,, No One Takes a "Look" Outside.... Hello,,, Midair,,,,