Hello, a few months ago I believe I came across a topic on this forum about one fellow doing training on King Air 100 and 200's. He was asking ppl for questions to ask that you don't find in the books and try to stump ppl. Since the Avcanada problem in December I can't find it. Does anyone remember this topic......if so can you find it.........and better yet what kind of questions can you think of or know.
Like Q: If you turn on your avionics master on and nothing happens. What happened and what do you do? (Yes the battery is on now)
A: Probably the switch has shorted out, pull out your circuit breaker to bypass it.
Please leave the awnser with the question or PM me with them.
Obscure Questions Regarding King Airs
Moderators: lilfssister, North Shore, sky's the limit, sepia, Sulako, I WAS Birddog
Here's a few...
Q - If you get a low fuel pressure light, what other gauges should you be watching?
A - The oil pressure. The same shaft that drives the low-pressure boast pump also drives some oil pumps.
Q - if you were to shut down an engine and you had full fuel, when you cross feed can you get at the fuel in the AUX tanks?
A- Yes, open the fuel fire wall shut off valve (if not shut down because of a fire/fuel leak).
Q - What position are the outflow valves in when the engines are off?
A- closed, they require suction to open (squat switch)
Q – Can you TO with a no transfer light on?
A – No, the wing is designed to have more weight outboard rather than inboard.
Q – you get a gear unsafe light after TO, how can you tell if the gear is up or not? If it’s up, what is causing light?
A – gear horn – retard the throttle on one engine, listen for horn.
Prop Sync light (if type 1) - yellow prop sync annunciator will illuminate with gear down.
Turn on Taxi/LDG lights – the green taxi light annunciator will illuminate indicating gear is up with lights on (assuming this up lock switch is working).
An out of rig up lock switch is the culprit.
Q – you’re on the runway, ready for TO. You try to power up and nothing happens. What do you do? Assume all cables are serviceable.
A – Check the NG gauge and see what you’re idling at. If it’s below 50%, the engines will not spool up properly if at all. Reset NG with condition lever to 52-56% (200, B200), if engine spools correctly complete run up and go. The FCU will not schedule fuel properly if NG is too low.
Know all your current limiters scenarios.
Q - your right gen has failed, and your left current limiter is failed, and the number 1 sub panel feeder breaker on the left side is popped. How is it drawing power? Are there any concerns?
A – it’s drawing power from the battery, and the battery is not being charged. If you turn battery off, you lose the entire #1 panel. If you don’t turn off battery, it will drain quickly and then you will lose #1 panel…shows good understanding of system, then get into what you would do in that case.
Q - What happens if your PY line freezes in the FCU?
A - As P3 air is restricted into FCU, the engine will go to min flow.
Q- your flying along, high and cold, when one engine starts to lose power, then regains it. the other engine loses power then regains it. This continues on both engines - loseing power, regaining power, but getting worse as time goes on. What is most likely happening?
A - Water in fuel is freezing, ice crystals are clogging up fuel filters. Prist prevents this. land, soon.
Cheers.
Q - If you get a low fuel pressure light, what other gauges should you be watching?
A - The oil pressure. The same shaft that drives the low-pressure boast pump also drives some oil pumps.
Q - if you were to shut down an engine and you had full fuel, when you cross feed can you get at the fuel in the AUX tanks?
A- Yes, open the fuel fire wall shut off valve (if not shut down because of a fire/fuel leak).
Q - What position are the outflow valves in when the engines are off?
A- closed, they require suction to open (squat switch)
Q – Can you TO with a no transfer light on?
A – No, the wing is designed to have more weight outboard rather than inboard.
Q – you get a gear unsafe light after TO, how can you tell if the gear is up or not? If it’s up, what is causing light?
A – gear horn – retard the throttle on one engine, listen for horn.
Prop Sync light (if type 1) - yellow prop sync annunciator will illuminate with gear down.
Turn on Taxi/LDG lights – the green taxi light annunciator will illuminate indicating gear is up with lights on (assuming this up lock switch is working).
An out of rig up lock switch is the culprit.
Q – you’re on the runway, ready for TO. You try to power up and nothing happens. What do you do? Assume all cables are serviceable.
A – Check the NG gauge and see what you’re idling at. If it’s below 50%, the engines will not spool up properly if at all. Reset NG with condition lever to 52-56% (200, B200), if engine spools correctly complete run up and go. The FCU will not schedule fuel properly if NG is too low.
Know all your current limiters scenarios.
Q - your right gen has failed, and your left current limiter is failed, and the number 1 sub panel feeder breaker on the left side is popped. How is it drawing power? Are there any concerns?
A – it’s drawing power from the battery, and the battery is not being charged. If you turn battery off, you lose the entire #1 panel. If you don’t turn off battery, it will drain quickly and then you will lose #1 panel…shows good understanding of system, then get into what you would do in that case.
Q - What happens if your PY line freezes in the FCU?
A - As P3 air is restricted into FCU, the engine will go to min flow.
Q- your flying along, high and cold, when one engine starts to lose power, then regains it. the other engine loses power then regains it. This continues on both engines - loseing power, regaining power, but getting worse as time goes on. What is most likely happening?
A - Water in fuel is freezing, ice crystals are clogging up fuel filters. Prist prevents this. land, soon.
Cheers.
The feet you step on today might be attached to the ass you're kissing tomorrow.
Chase lifestyle not metal.
Chase lifestyle not metal.
oil pressure
In reference to kag stating that a fuel pressure light will also lead to low oil pressure. The fuel pump is not in any way connected to the oil pump (there is only one). On 200 1900 350 and I'm sure others P&Ws one of the oil scavenge pumps is driven off the same shaft as the engine driven fuel pump and if that shaft breaks you may get an indication of higher oil temp which if left unattended could lead to lower oil pressure but that would be a function of viscosity. On electric fuel pumps (Be 100) there is no connection between scavenge and fuel pressure. Those pumps are in the tank.
as previously posted it is the scavenge pump shaft that turns the low pressure fuel boost pump. watch for oil temp riseQ - If you get a low fuel pressure light, what other gauges should you be watching?
A - The oil pressure. The same shaft that drives the low-pressure boast pump also drives some oil pumps.
not sure which ka but the firewall shut off only has a bearing in the auto position, with aux pump switch "on" it bypasses the 10 psi, fuel float position, and 5 psi pressure switch.Q - if you were to shut down an engine and you had full fuel, when you cross feed can you get at the fuel in the AUX tanks?
A- Yes, open the fuel fire wall shut off valve (if not shut down because of a fire/fuel leak).
Q - What position are the outflow valves in when the engines are off?
A- closed, they require suction to open (squat switch)
Q – Can you TO with a no transfer light on?
A – No, the wing is designed to have more weight outboard rather than inboard.
Q – you get a gear unsafe light after TO, how can you tell if the gear is up or not? If it’s up, what is causing light?
A – gear horn – retard the throttle on one engine, listen for horn.
Prop Sync light (if type 1) - yellow prop sync annunciator will illuminate with gear down.
Turn on Taxi/LDG lights – the green taxi light annunciator will illuminate indicating gear is up with lights on (assuming this up lock switch is working).
An out of rig up lock switch is the culprit.
Q – you’re on the runway, ready for TO. You try to power up and nothing happens. What do you do? Assume all cables are serviceable.
A – Check the NG gauge and see what you’re idling at. If it’s below 50%, the engines will not spool up properly if at all. Reset NG with condition lever to 52-56% (200, B200), if engine spools correctly complete run up and go. The FCU will not schedule fuel properly if NG is too low.
normally a failure of the P3 bleed line. engine is running on min flow bypass see below
Know all your current limiters scenarios.
Q - your right gen has failed, and your left current limiter is failed, and the number 1 sub panel feeder breaker on the left side is popped. How is it drawing power? Are there any concerns?
A – it’s drawing power from the battery, and the battery is not being charged. If you turn battery off, you lose the entire #1 panel. If you don’t turn off battery, it will drain quickly and then you will lose #1 panel…shows good understanding of system, then get into what you would do in that case.
Q - What happens if your PY line freezes in the FCU?
A - As P3 air is restricted into FCU, the engine will go to min flow.
Q- your flying along, high and cold, when one engine starts to lose power, then regains it. the other engine loses power then regains it. This continues on both engines - loseing power, regaining power, but getting worse as time goes on. What is most likely happening?
A - Water in fuel is freezing, ice crystals are clogging up fuel filters. Prist prevents this. land, soon
not sure which ka but the firewall shut off only has a bearing in the auto position, with aux pump switch "on" it bypasses the 10 psi, fuel float position, and 5 psi pressure switch.rigpiggy wrote:Q
Q - if you were to shut down an engine and you had full fuel, when you cross feed can you get at the fuel in the AUX tanks?
A- Yes, open the fuel fire wall shut off valve (if not shut down because of a fire/fuel leak).
With the Fuel firewall shutoff closed no fuel can get to the jet transfer pump. You need to open the fuel fire wall shutoff valve to allow fuel to flow through the jet transfer pump to create the suction needed to get at the AUX fuel.
Cheers
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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bizjet_mania
- Rank 8
- Posts: 982
- Joined: Sun Apr 24, 2005 9:37 am
KAG wrote
not according to flight safety or maintenance. the aux tank has it's own electric pump. either that or my schematics are wrong. That said I don't know about 90/100/200 only 300/350 and 19hunny
With the Fuel firewall shutoff closed no fuel can get to the jet transfer pump. You need to open the fuel fire wall shutoff valve to allow fuel to flow through the jet transfer pump to create the suction needed to get at the AUX fuel.
not according to flight safety or maintenance. the aux tank has it's own electric pump. either that or my schematics are wrong. That said I don't know about 90/100/200 only 300/350 and 19hunny
lmao...there's your problem then. We are talking 200/B200, and there is no electric pump for the AUX transfer system, it's a jet transfer pump which as you know works off suction.
Im sure the 350/1900 has made the changes you mentioned, but I wouldn't know as I don't fly those machines.
Cheers.
Im sure the 350/1900 has made the changes you mentioned, but I wouldn't know as I don't fly those machines.
Cheers.
The feet you step on today might be attached to the ass you're kissing tomorrow.
Chase lifestyle not metal.
Chase lifestyle not metal.
-
KingAir_pilot
- Rank 0
- Posts: 6
- Joined: Fri Mar 26, 2004 7:43 am
Yes, just to clarify... The valve that opens to allow the fuel to flow through the transfer valve towards the jet pump is electric. Activated by the "Transfer Open/Close" switch in cockpit etc... Switch is "Open/Close, and Auto" in the 200. Don't have a clue about the 350???
