BE-10

[It's the Pitts]

I'm going on the King Air 100 and A100. Does anyone have any info they can pass on? Even "Ride" questions would be great.

Thanks,

Pitts

[lyncher]

great aircraft to start on.

[It's the Pitts]

I've never flown the 100, but this will be a left seat upgrade for me.

[Rowdy]

Who'd ya get on with?!?

Know the SOP's and see about getting a good copy of the AFM!!

I just went on the 100 myself.. most of the exam questions here were based off of powerplant and bleed systems.

Flown pt-6s before?

[Full Ins]

There were a couple threads a few months ago (?) where there were specific King Air ride q's. Might take a while to search but there was good stuff in there.

[AAAME]

King Air is a pig on one engine, keep the gear up and flaps as long as possible if your doing your ride.
Also stay high and fast.
I have 2700 hours on it and those are the rules I lived bye.

[bandit1]

Only go full flaps when you are committed to landing.

Crap wx approach, land with Approach flap to give you a good chance at the go around.

Climbing fast (180+kts gives you almost as good of a climb rate)

Good luck, remember there isn't alot of wing so keep the energy and speed up.

Oh yeah, don't touch the brakes in the winter. THEY WILL FREEZE!!!!

Most importantly, have fun

[altiplano]

/

[trey kule]

Everytime I read one of these threads, the same question pops to mind. Doesnt your company have a training program? And if they do, why is it you have to come here and ask for advice?

If I was the company you worked for I would be ashamed that you had to post here.

Best of luck to you with you self administered company type training program

[Captain X]

Everytime I read one of these threads, the same question pops to mind. Doesnt your company have a training program? And if they do, why is it you have to come here and ask for advice?

If I was the company you worked for I would be ashamed that you had to post here.

Best of luck to you with you self administered company type training program

Sometimes its nice to show up to gnd school and know a few things without going around and asking everyone about it before hand. Its not that uncommon to ask a question on here is it? I thought thats what this forum was about. Sometimes things learned on here can be tips from experienced pilots. Some companies now a days are short staffed and the person doing your training might not have a lot of time in the aircraft and thus does not have alot of tricks/tips to show/teach you.

Good on ya Pitt's enjoy the 100. Call up KP in buff, he should know a thing or two about the 100

[trey kule]

First of all, I dont think asking general type questions are anything but a great idea on these threads. But I have seen people ask questions and then be given absolutely wrong information. Which makes a companies training doubly hard, because not only do you have to teach someone new things but you have to deal with the wrong things.

Some companies now a days are short staffed and the person doing your training might not have a lot of time in the aircraft and thus does not have alot of tricks/tips to show/teach you.

This was precisely what I had in mind with my comment. Companies that fail to do proper training effect themselves through true safety and maintainance issues. It also affects the industry as TC will try, through paperwork to confirm a certain level.

I stand by what I say. Companies are responsible to have qualified training personnel, alot the proper time, and give the "tips and tricks" to their trainees. I dont think AvCanada is the place to learn the technical side of a particular aircraft.

[Chuck Ellsworth]

Some companies now a days are short staffed and the person doing your training might not have a lot of time in the aircraft and thus does not have alot of tricks/tips to show/teach you.

In which case their OC should be suspended until they can meet the proper personnel requirements.

[KAG]

The BE10 is a great machine. It is alittle roll sensitive, so don't take your eyes off the guages too long when things get busy as you will lose your heading. also get used to the electric trim as it runs pretty fast!!! Quick snaps with your thumb worked for me for making small adjustments.
She is a pig on one engine when loaded, but in training you will be empty so it's not as critical to leave everything untill the last minute. Follow whatever the company has in it's SOPS and you'll be fine.

Good luck, I have a couple thousand hours in those pigs and they never let me down.

[carholme]

.;

Excellent comment, because many of the posters on this forum know why they come here to ask questions, the training is so diluted and dumbed down to meet minimum requirements rather than any concern for safe operations and many kids are being exploited in their desire to accumulate hours. What is understandable to some degree is their desire, what is difficult to accept is how the companies rape them for it.

carholme

[Chuck Ellsworth]

What is understandable to some degree is their desire, what is difficult to accept is how the companies rape them for it.

It is because TCCA has their priorities focused on covering their own asses and either do not care about flight safety or are ignorant of how to oversee and ensure flight safety.

Ergo we have these kids needing help.

[CID]

Cat, Trey and Carholme are all cut from the same cloth. It's best to ignore their drama queen angst.

Pitt's, BE 10 is a good airplane. Good luck!

[It's the Pitts]

Thanks guys for the input.

Pitts

[The Slug]

Hello,
I am responding to ask for some clarification on some of the advice given about the BE10. What exactly is meant by "leaving the gear and flaps up as long as possible," and how does "staying high and fast" facilitate successful approaches? I am not asking these questions to be argumentative, nor am I trying to single out any individual(s) for criticism. What I would like to know is how some of the suggested procedures contribute to flight safety.
Thanks in advance for responding.

Slug

[lucky37]

[trey kule]

Cat.

Could not agree with you more.

The problem is that TC has no way to acurately assess management potential. Their test, or questionairre or whatever they are calling it these days is a CYA exercise so you can not claim you did not know. Actual training is based on a review of the paperwork. There are better systems in place in other countries, and they do not require any more personnel, but they do require discretion on the part of the inspector, and ergo, integrity on their part.

There are some excellent operators who do their best. Unfotunately, they have to compete with those operators who simply do the paperwork and damn the consequences.

As to CID's comment., I have read on these threads, advice being given that was obviously being given by someone who did not know what they were talking about.
Read this thread over. One poster asked , very correctly, for clarification...what about the reader that missed that point. Cant remember the last time I flew level at 800 feet, for TEN miles, to intercept a localizer....

As I said before, I think it is a shame that pilots have to come here for specific technical advice that their companies should be providing.

Lastly, I have noticed in the past, a few pilots who....how shall I put this...embelish their resumes, and then try to get general information to get through the interview.
Not that anyone here would ever do that.

And CID. I will ignore the drama comment. Nice of you to exclude yourself from the group of people I respect. Perhaps others will see this differently and start demanding of their compaies what they should provide.

[Chuck Ellsworth]

Trey, have you noticed how many times CID has harped about crooked operators...yet when one of us try and point out that " all " operators are required by law to ensure they have a satisfactory training program and are required by law to ensure their crews meet the requirements he attacks us.

CID must have a split personality because he does not seem to understand that some operators get away with being in non compliance because TC no longer bothers to check anything except paper work.

So with posters like CID talking out of both sides of his mouth he is supporting your advice to newbies to not believe everything they read on Avcanada because there are some real questionable posters here.

[Chuck Yeagermister]

As soon as Flap is selected, nose down trim simultaneously.