A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT FEBRUARY 2023 • VOLUME 17, NUMBER 2 • $6.

50

Golden State Gem

Discover aerial wildlife and natural
wonders worth a fly-out
IBC
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 KingAir
February 2023 Volume 17 / Number 2
A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT

2 Contents
EDITOR
Kim Blonigen

2 22
EDITORIAL OFFICE
2779 Aero Park Dr.,
Traverse City MI 49686
Phone: (316) 652-9495
E-mail: [email protected]
Cover Story – Ask the Expert –
PUBLISHERS
Soaring with Condors: Flying Lever Lock Switches … and a
Dave Moore To and Touring Pinnacles Few That Look Like They Are,
Village Publications National Park But Aren’t
GRAPHIC DESIGN  by Matthew McDaniel  by Tom Clements
Rachel Coon

12
PRODUCTION MANAGER
Mike Revard

PUBLICATIONS DIRECTOR
Jason Smith King Air Gathering –
ADVERTISING DIRECTOR Registration is Open!
Jenna Reid
 by Kim Blonigen
King Air Magazine
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26
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Jessica Meek  by Edward H. Phillips

16
Jamie Wilson

30
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Maintenance Tip –
ONLINE ADDRESS
King Air Cabin Windows – Value Added
www.kingairmagazine.com

32
Pane Management 2.0
SUBSCRIPTIONS
 by Dean Benedict
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FEBRUARY 2023 KING AIR MAGAZINE ­• 1

COVER STORY
Pinnacles National Park in central California is one of the smallest in
the national park system, making it a bit of a hidden gem. Though it
has had national monument status since 1908, it was designated a
national park just 10 years ago.

SOARING
WITH
CONDORS
Flying To and Touring
Pinnacles National Park
by Matthew McDaniel | Photos by author unless specified otherwise

2 • ­KING AIR MAGAZINE FEBRUARY 2023

A
s we approached the summit of the High Peaks Trail, menacing Turkey Vultures circled overhead. Their
inky black feathers and scarlet heads contrasted sharply against the pale blue sky as they effortlessly
soared over the cliffs surrounding us. Riding thermals between and around the craggy spires, then
crossing the valleys again to repeat each circuit, their display was the epitome of energy management.
Reading air currents via pure instinct residing deep within their DNA, their ability to capitalize on rising air while
minimizing their exposure to descending air would be the envy of any glider pilot. The display was enough to hold
the attention of any person intrigued by the mysteries of the air and the creatures who call it home. If you are
such a person, and find yourself with some downtime at any of the many airports within California’s South Bay
or Salinas Valley areas, consider a visit to the largely unknown Pinnacles National Park.

Hiding in Plain Sight gem and the smallest of California’s nine national parks
(and 57th in size, among the current 63 U.S. National
If your flying missions have ever taken you to the Parks). Covering less than 27,000 acres, Pinnacles is
central coastal regions of California, you’ve likely been perfectly sized for day visitors.
close to Pinnacles National Park (PNP) without even While one could certainly make repeat visits and take
realizing it. It is less than 50 miles from the scenic in different sights each time, pilots passing through
Pacific Coast Highway drives through Big Sur, Pebble the area could easily get a great taste of PNP in a single
Beach and Monterey Bay. Pinnacles is relatively new day trip, whether they are solo, laying over with crew
within the national park ranks and far less known than members or on a family adventure. Pinnacles is only
some of its in-state siblings, such as Yosemite, Sequoia a 1½- to two-hour drive from major hub airports such
and Death Valley. It has been protected by the National as San Francisco Int’l (SFO), Oakland Int’l (OAK) and
Park System (NPS) for over a century, having been San Jose Int’l (SJC). Monterey (MRY) and Salinas (SNS)
designated a national monument in 1908. However, it Airports (Class C and Class D airports, respectively) are
wasn’t until 2013 that it was upgraded to national park within an hour. Additionally, a variety of small, pilot-
status, making its 105-year gestation from monument controlled airports are even closer, with the nearest
to park one of the longest in NPS history. It’s a sparkling two being King City’s Mesa Del Rey Airport (KIC) to
FEBRUARY 2023 KING AIR MAGAZINE ­• 3
 the south and Hollister Airport (CVH) to the north.
Both have runways plenty long enough for most King
Air operations. Even a few likely King Air destinations
within the Central Valley are within a couple of hours’
drive time. Those include the Class C Fresno Yosemite
Int’l (FAT), Madera (MAE) and Merced’s two airports
(MER and MCE). Best of all, all the above airports offer
fuel, pilot services and instrument approach procedures
(IAPs). Most offer rental cars, as well. Although, never
assume and call ahead for specific details on available
service and transportation options.

Stark Contrast
9
One thing any pilot who’s flown much within
17 California can attest to is the incredible variety of both
nature and humanity within the Golden State. Rocky
30
coastlines, vast deserts, intriguing islands, rugged
mountain ranges, dense forests, urban sprawl and tiny
rural communities all surround the enormous Central
Valley. There, abundant harvests of fruit, vegetables
and nuts are grown in such quantities they’ve earned
the region the nickname “America’s Salad Bowl.”
Yet, there is something oddly out of place in the
Salinas Valley and the Gabilan mountains. Remains
of an ancient volcanic field have been shaped by eons
of erosion into the foothills, caves, spires, cliffs and
ramparts that now make up Pinnacles. But, only about
two-thirds of that volcanic field is within PNP. The
remaining portion is not simply outside the official park
boundaries, it is 195 miles southeast, totally detached
from its prehistoric neighbor. The reason is another
one of California’s famous features – The San Andreas
Fault. Running just east of PNP, the active fault line’s
ever-moving tectonic plates split the volcanic field and
have separated its components over millions of years,
leaving Pinnacles as a unique topography within the
surrounding landscapes. Additionally, the shifting of
those same plates has helped create one of PNP’s most
fascinating features: its above-ground caves. Known
as talus caves, they form (and change) as earthquakes
topple boulders into and across deep and narrow gorges.
Singularly or in clustered piles, the boulders span
6
the gaps between rock walls, creating “ceilings” and
26 blocking most (and sometimes all) light from reaching
18 within. Yet, they are not truly subterranean.
Similarly unique to Pinnacles is its wildlife. The talus
caves attract a variety of bat species, all of which rest
peacefully during most daylight hours. The soaring
conditions created by the winds and terrain features,
attract large raptors and scavenger birds alike. A variety
of hawks, ravens, and vultures are common within
PNP and are fairly easy for even the casual tourist
to spot. Die-hard birders (and pilots too, I suspect)
all hope to see one bird in particular, though. The
massive California condor was brought back from the
brink of extinction thanks to a decadeslong captive
breeding program. They were reintroduced into areas

4 • ­KING AIR MAGAZINE FEBRUARY 2023

“Weighing 20 pounds or
more, with wingspans up
to 9 ½ feet, they can fly
at 55 mph and soar to
altitudes of 15,000 feet.”

The California condor population was brought

back from the brink of extinction due to a suc-
cessful captive breeding program, and some
being reintroduced to their natural habitats
including Pinnacles National Park.
(Credit: National Park System)

FEBRUARY 2023 KING AIR MAGAZINE ­• 5

 “One of PNP’s
most fascinating
features is its
above-ground The author’s wife and daughter exit the Moses Creek Trail
to enter the talus cave area along the Bear Gulch Cave
Trail.
caves known as
talus caves.”

6 • ­KING AIR MAGAZINE FEBRUARY 2023

they were known to inhabit naturally, including both to each do not connect within the park. If driving from
Grand Canyon and Pinnacles National parks. one entrance to the other, one must circumnavigate
The condors routinely fly from those areas to the the park and allow a couple of hours’ time to do so. Of
Pacific coast and back, sometimes nonstop. For those course, there is plenty of scenic driving to be had on
lucky enough to spot one or a pair, they are an impressive each side of the park, but the most dramatic vistas and
sight to behold. Weighing 20 pounds or more, with experiences must be accessed on foot, via the many
wingspans up to 9 ½ feet, they can fly at 55 mph and trails that emit from each side of the park and meet
soar to altitudes of 15,000 feet. Their ability to spot, within its heartlands.
procure and survive on the scraps left behind by less We had flown into the South Bay area (SJC, specifically)
hardy species is no less impressive. The abundance of and driven to the Monterey and Carmel-by-the-Sea
aerial wildlife, in general and the condors, in particular, areas for casual sightseeing. Nonetheless, I elected to
within PNP is the reason that VFR aeronautical charts drive into the park via the east entrance, rather than
for the area warn pilots to remain 3,000 feet above the slightly closer west gate. I did so because I’d read
ground level (AGL) or higher when overflying the park. good things about the picturesque drive down Highway
This is slightly higher than the standard 2,000 feet AGL 25 and Pinnacles Parkway, which proved worthy of the
that pilots are required to remain above wildlife areas, accolades. Additionally, the (East) Pinnacles Visitors
national parks and other protected lands. Center is far more active and offers a free weekend
shuttle to the Bear Gulch region (which gets you deeper
Gulches and Peaks into the park while alleviating parking concerns). This
Touring within PNP doesn’t require a great deal of pre- proved perfect for us, given that we only had a single
planning for simple day trips. However, understanding day available.
the basic geography of the area is critical to making The trail system within PNP allows hikers to take
the most of your time. The most important element to long perimeter hikes of 10 miles or more around the
understand is that, unlike many national parks, there central park sections where the most noteworthy natural
is no scenic drive that traverses the park. It has two wonders are clustered. However, more casual walkers/
entrances (west and east), but the roads that bring you sightseers can choose a variety of shorter hikes that

Cessna Piston Twins

FEBRUARY 2023 KING AIR MAGAZINE ­• 7
effectively shortcut the longer loop trails. For those use. Descending from the High Peaks, we circled back
who have the time and fitness levels to take in the more to Bear Gulch via the Blue Oak and Condor Gulch trails.
distant sights, the North Wilderness Trail snakes 7 miles Our 6.1-mile hike was certainly a bit tiring but equally
through the park’s backcountry, while the Chalone rewarding. Since we did it in a leisurely fashion, taking
Peak Trail heads 5 miles (each way) into the southern plenty of food, drink and photo breaks, it was entirely
portions of the park, including to the two highest peaks manageable with two teenagers in tow and needing only
(each around 3,300 feet elevation). Our goal was to to carry very light backpacks.
experience both the talus caves and the high pinnacles,
while keeping our hiking time within reason.
California Dreamin’
While the most impressive talus caves are on the
Balconies Cliffs Trail, it was on the opposite (west) side Pinnacles National Park is open all year, with the most
of the park. So, we began our trek on the Moses Spring popular seasons being spring and fall. Temperatures
Trail and took the Bear Gulch Cave side-trail in order are generally agreeable from October to May but can
to get at least a little exposure to talus caves. Climbing become quite hot in the summer months (especially
out of the talus caves, on that route, put us at the Bear if combined with strenuous hiking). Our late-March
Gulch Reservoir, a perfect spot for a picnic lunch and timing provided comfortable temperatures and pleasant
some relaxing wildlife viewing. With bellies refueled, conditions. We removed layers of clothing as the cool
we proceeded up the Rim Trail and High Peaks Trail. cave routes opened into sun drenched clearings, only
We elected to tackle the steep and narrow sections to add them back again as the whipping winds in the
(rated as “strenuous,” in places), but there is a more higher elevations cooled us back down from the sweaty
moderate (though slightly longer) detour, if you prefer. climbs. On average, about 200,000 visitors enter PNP
This was the highlight of the day, making the effort per year. In spite of that number rising during the recent
well worth it for the up close and personal views of the COVID years, dense crowds are not (yet) a concern and
pinnacles and the soaring birds. The sections of trail we never found ourselves feeling crowded. Quite the
that included single human foot sized steps carved into opposite, in fact.
the steep rock faces were great fun for the teenagers and In 1850, California became the 31st state and over the
created a great appreciation for the work that goes into next century it became the most populace state. Today,
creating these trails and maintaining them for public in spite of its nearly 32 million residents, vast stretches of

8 • ­KING AIR MAGAZINE FEBRUARY 2023

 Inside the talus cave of the Bear
Gulch Cave Trail. Some light
sneaks through gaps in the
boulder roof, but the depths of
the cave remain quite dark, even
near midday. Because the eyes
have little time to adjust from the
brightness outside the entrance,
wise hikers will have headlamps
or flashlights at the ready to help
navigate the cave’s narrow pas-
sages and sometimes slippery
and uneven footing.

FEBRUARY 2023 KING AIR MAGAZINE ­• 9

10 • ­KING AIR MAGAZINE FEBRUARY 2023
 California remain sparsely inhabited
and feel as rural and remote as some
of the least populace states. For
The author’s family descends the steep aviators, California’s diversity can
and narrow section of High Peaks Trail be both enticing and challenging.
between the Scout and Hawkins peaks Sporting over 500 airports, about
(elevation 2,600-2,700 feet). These half of which are public use, there
“staircases” are blasted or jackham- are few areas you might wish to
mered into the rock and most have explore where a suitable airport
handrails, cables and an adjacent rock cannot be found nearby.
face to grasp for balance. Thus, the question becomes one
of circumstance. Will you visit
Pinnacles National Park because
you are in the area anyway with
some idle time to fill? Or will you
visit simply because it is so close
to many airport choices and,
therefore, makes a great excuse to
plan a fly out for a day or weekend
excursion? Either way, you won’t be
disappointed and will likely depart
with thoughts of how and when you
can find another reason to return to
Pinnacles and soar with its condors
again (metaphorically speaking,
anyway). KA

Copyright 2023, Matthew McDaniel

First publication rights granted to the Village
Press, for King Air magazine
All other rights reserved by copyright holder

Matthew McDaniel is a Master & Gold Seal

CFII, ATP, MEI, AGI & IGI and Platinum CSIP.
In 33 years of flying, he has logged over
21,000 hours total, over 5,800 hours of
instruction-given and over 2,500 hours
in various King Airs and the BE-1900D. As
owner of Progressive Aviation Services, LLC
(www.progaviation.com), he has specialized
in Technically Advanced Aircraft and Glass
Cockpit instruction since 2001. Currently,
he is also a Boeing 737-Series Captain for
an international airline, holds 8 turbine
aircraft type ratings, and has flown over 125
aircraft types. Matt is one of less than 15
instructors in the world to have earned the
Master CFI designation for 10 consecutive
Looking down the exit staircase two-year terms. He can be reached at: matt@
of the Bear Gulch Talus Cave. The progaviation.com or 414-339-4990.
narrow staircase carved into the
cliffside is equipped with a hand-
rail for its entire length, making
the climb a bit less intimidating.

FEBRUARY 2023 KING AIR MAGAZINE ­• 11

KING AIR GATHERING

Registration is Open!
King Air Gathering
April 12-14, 2023 • St. Augustine, Florida
by Kim Blonigen

12 • ­KING AIR MAGAZINE FEBRUARY 2023

R
egistration is now open THANK YOU TO OUR 2023 KAG SPONSORS
for King Air Gathering
2023 being held at Concorde Battery Ortega Aviation Services
Diamond
the World Golf Village Textron Aviation Covington Aircraft Pratt & Whitney
(WGV) in St. Augustine, Florida, Flight Mechanix Precision Aviation Group
Platinum Garmin Professional Aviation Associates
Wednesday, April 12 through Blackhawk Aerospace
Innovative Solutions PWI
Friday, April 14. It is expected to BLR Aerospace & Support RAPCO Fleet Support
Raisbeck Engineering International Propeller Service
be a sold-out event, so register soon! StandardAero
Stevens Aerospace Jackson Jet Center
and Defense Systems True Blue Power
Kadex Aero Supply Winner Aviation
After flying into Jacksonville Ex-
Gold King Air Academy
ecutive (Craig) Airport (KCRG) in
Jacksonville, complimentary trans- Aerospace Turbine Lee Aerospace Silver
portation will take attendees to the Rotables, Inc. Luma Technologies 1st Source Bank
WGV. Shuttles will run 11 a.m. to AvFab (Aviation Fabricators) Mint Turbines
7 p.m. Tuesday, April 11 and 8:30 CAMP Systems International NAASCO
a.m. to 7 p.m. Wednesday, April 12.
After the Gathering, complimentary
transportation will be provided back
to KCRG Saturday, April 15 from 7
to 11 a.m.
Special pricing on rooms is being
offered for King Air Gathering Together, we can support all your King Air
attendees. To book your room
online there is a link on the KAG
braking needs, one landing at a time.
website. If you’d rather make the
reservations by telephone, call (904)
940-8000 and use code “KINGAIR”
to receive the special rate.
Featured speakers at the
King Air Gathering include: Main wheel & brake Main wheel & brake Main wheel & brake Nose wheel
Kit P/N 199-90 Kit P/N 199-110 Kit P/N 199-125 Kit P/N 199-126

Brian Shul, SLED

Driver – Brian has
Cleveland Wheels & Brakes, FAA, EASA, and ANAC approved STC conversion kits
a phenomenal come- for most King Air models now include C90GT, C90GTi, and B200GT.
back story from lay- Engineered and designed for:
ing near dead in the • Ease of lining replacement
jungle of Southeast • Reduced maintenance time
Asia during the Vietnam conflict to • Competitive operating costs
later flying the SR-71, the world’s Want to learn more? Contact customer support at 1-800-BRAKING (1-800-272-5464)
fastest, highest flying jet. After 20
years and 5,000 hours in fighter
jets, he retired and went on to pur-
sue his writing and photographic
interests and has written five books,
all aviation related. www.kaman.com/cleveland
www.clevelandwheelsandbrakes.com

FEBRUARY 2023 KING AIR MAGAZINE ­• 13

 The World Golf Village in St. Augustine, Florida, is the loca-
tion for the 2023 King Air Gathering.
Erik Eliel, Founder/President of Radar
Training International – Erik will be
presenting a KAG Radar Course which
has been added Wednesday, April 12,
for an extra fee. His seminars have
been presented to professional pilots
representing the flight departments of Fortune 500
companies, aviation associations, a major airline and
the military, as well as dispatchers and meteorologists
of aviation-related companies. He has also been called
on by manufacturers of airborne weather radar systems
to consult in the design, operation and evaluation of
their systems.
Dr. Quay Snyder, President/CEO of
Aviation Medicine Advisory Service –
Dr. Snyder holds board certification in
aerospace medicine, addiction medicine,
family practice and occupational medicine
and provides medical certification and
aviation safety guidance for pilot and air traffic controller
unions, as well as business and general aviation pilots.
He is also very active in many aviation safety committees
and organizations and is a Gold Seal CFI, a DPE and
FAA Safety Team representative.
Tom Clements, Flight Review Inc. and
King Air Expert – Tom has been flying
and instructing in King Airs for over 50
years, starting at the Beechcraft factory.
He is a Gold Seal CFI and has over 23,000
total hours, with more than 15,000 in

14 • ­KING AIR MAGAZINE FEBRUARY 2023

King Airs and serves as the Director of Training for the Dean Benedict, BeechMedic LLC – Dean
King Air Academy. He is also author of “The King Air is a certified A&P/IA with over 45 years of
Book,” “The King Air Book II” and the monthly “Ask maintaining King Airs. He’s the founder
the Expert” column in this magazine. and former owner of Honest Air Inc., a
Dr. Scott Dennstaedt, Founder of maintenance shop that specialized in
Aviation Weather Workshops – Beech aircraft with an emphasis on King
Dr. Dennstaedt combined his meteorology Airs. Currently, with BeechMedic LLC, Dean consults
training and love of aviation and created with King Air owners, operators and maintenance shops
Aviation Weather Workshops to teach on all things pertaining to King Air maintenance. This
pilots at all experience levels how to includes troubleshooting, pre-buys and maintenance
minimize their exposure to adverse weather. He also management. Dean also writes the “Maintenance Tip”
recently created EZWxBrief, a progressive web app, and articles for this magazine.
co-authored the weather book “Pilot Weather: From solo There will also be breakout sessions for operations and
to the airlines.” He is a commercial pilot with instrument maintenance and avionics and engines, so attendees can
rating and has been a CFI for over 20 years. get more specific information regarding their individual
King Air models.
Peter Basile, Senior Air Safety Inves-
tigator at Textron Aviation – Peter has This year KAG will also feature a variety of activities
participated as an NTSB party member for spouses/companions, so be sure to check out more
on over 180 accident investigations rang- details when you register.
ing from the Cessna 140 and Beechcraft More event information can be found at: www.
Musketeer to current production King kingairnation /gathering. You can also go to
Airs and Citation business jets. He instructs at the DOT KingAirevents.com, where there is detailed instructions
Transportation Safety institute and NTSB academy, on how to register.
as well as presents safety information to various pilot Don’t miss the opportunity to join with other King
associations. He holds a Master of Science in aviation Air owners and pilots while educating yourself about
safety, is a private pilot with an instrument rating and all things King Air. Make plans now to attend King
an A&P mechanic with inspection authorization. Air Gathering 2023, April 12-14. KA

FEBRUARY 2023 KING AIR MAGAZINE ­• 15

MAINTENANCE TIP

King Air Cabin

Windows –
Pane Management 2.0
by Dean Benedict

16 • ­KING AIR MAGAZINE FEBRUARY 2023

 “Always leave the cabin win-
dows in the non-polarized po-
sition whether parked inside
or out. Doing so will prolong
the life of the polarized panes
immensely.”

T
he polarized windows in a King Air were designed to block sunlight for passengers sitting on the sunny side
of the cabin. They are the King Air’s answer to that little sliding shade found on airliners and elsewhere,
and they do the trick nicely, but with one major drawback: They are prone to burning out and turning
brown.

King Air passenger window assemblies consist of three On the Ramp or In the Hangar
panes. The exterior pane is not part of the polarization
system. The other two panes – a middle, stationary pane I know it is common practice to turn all the rotating
and the interior, rotating pane – produce the polarization panes to the max dark position if your King Air has to
effect which offers many gradations between clear and stay parked outside for a few days. The idea is to keep the
maximum darkness. Passengers can choose to control the aircraft interior from becoming lava-hot while the aircraft
glare and still see the view if they wish. However, when is sitting outside in the blazing sun. Unfortunately, this
the inner pane is turned to the darkest position, heat is is exactly what destroys those polarized panes.
trapped between it and the stationary pane. This heat For the last 45 years I have been telling King Air owners
buildup burns out the panes. and pilots: “Never leave the polarized panes in the dark
FEBRUARY 2023 KING AIR MAGAZINE ­• 17
position, even if parked inside the hangar! Always leave the window over the potty. If you figure in one-to-two
the cabin windows in the non-polarized position whether hours of labor per window ... you get the idea.
parked inside or out.” Doing so will prolong the life of One way to save a little bit of money on pane
the polarized panes immensely. replacement is to change only the middle, stationary
Really damaged King Air panes not only look burned pane. Rarely, if ever, have I seen the interior rotating pane
out but can look bubbled (delaminated) or even cracked! go bad. The source of burn out is the middle pane. Your
I can’t tell you how many times an anxious owner or rotating panes can get scratched by exuberant children
pilot has called me about a cracked window, only to find or wayward ski poles, but if they are not scratched too
badly, why not keep them and just have the middle panes
after closer inspection (and me telling them what to look
changed? The labor is the same, but this way you can
for) that the problem was with the stationary pane of reduce the cost of parts by up to half and still fix the
the polarizing set, and not the exterior aircraft window. unsightly burn out.
I am pleased to report that the company providing
Pane Remedies PMA polarizing panes for King Air windows is still going
Back when I had my shop, I always squawked a burned- strong. I chatted with them recently. In these inflationary
times, they are about to review their pricing for 2023,
out pane if I found one, but in my discussion with the
but even so, it’s probably a better deal than ordering
customer I would suggest they wait until several windows
from the factory.
need replacement before addressing the issue. It’s not
an airworthy item.
Most aircraft owners shudder at the prospect of window Changing Panes – A Painstaking Job
replacement. It is a labor-intensive project in addition to Changing windowpanes on an aircraft requires great
the cost of parts. In 2011, when I first wrote about King attention to detail. If the slightest amount of dust or lint
Air cabin windows, a set of polarized panes for a King Air is left on the new stationary pane, it will show up like
(the fixed, middle pane and the rotating interior pane fluorescent dandruff when the rotating pane is turned
for one window) ran about $600. Today it’s more than to max polarization. If this happens, the new pane must
double that. A King Air 200 has 11 windows, including be removed and cleaned carefully, then reinstalled.
(Continued on page 20)

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18 • ­KING AIR MAGAZINE FEBRUARY 2023

FEBRUARY 2023 KING AIR MAGAZINE ­• 19
(Continued from page 18)

Changing windowpanes on an aircraft requires great attention to detail. If there is a reveal – a separate, flat frame around a window,
like those shown above – the labor time for replacing the windowpane runs one to two hours.

20 • ­KING AIR MAGAZINE FEBRUARY 2023

 Back in the day, I could change out the windowpanes
in a King Air in one to 1½ hours per window, providing
the King Air had the older style interior configuration.
By this I mean that each window is surrounded by a
separate reveal that looks like a flat frame around the
window. If the interior configuration does not have
these reveals, then all bets are off on labor projections.
If money is no object, consider switching from the
polarizing windows all together. There are retrofit options
out there with pleated shades, and so forth. But they
come with a cost, and they have their share of drawbacks
as well.

Aesthetics Versus Practicality

Modern aircraft interiors often have one-piece
sidewalls. They give a sleek and seamless look which
lends a feeling of spaciousness to a relatively small
space. Unfortunately, to gain access to the windows for
replacement, the one-piece sidewall has to come out,
and this is difficult and time consuming. It is best done
after all the seats have been removed.
Mechanics need access for inspections, which is
something to think about if a new interior is in your
future. The Phase 3 inspection checklist mainly consists
of cabin items and requires removal of all the seats.
Scheduling window replacement or other interior
projects concurrent with a Phase 3 helps the shop to
be more efficient.
The 2,500-cycle cabin inspection requires removal of
the entire interior – headliner, sidewalls, seats, carpet
– everything comes out. Here is another opportunity to
schedule an interior project. Conversely, if your King
Air is going in for an interior refresh or replace, you
might consider having that cabin inspection done at
the same time, even if you are 500 cycles early. From a
maintenance perspective it makes a lot of sense.
For me, the King Air is a magnificent aircraft, both in
performance and appearance. Enhance the look of your
King Air by protecting your windows from burnout; and
consider replacing burned out panes when the budget
allows. KA

Dean Benedict is a certified A&P/IA with over 45 years of maintaining

King Airs. He’s the founder and former owner of Honest Air Inc., a
maintenance shop that specialized in Beech aircraft with an emphasis
on King Airs. Currently, with BeechMedic LLC, Dean consults with King
Air owners, operators and maintenance shops on all things pertaining
to King Air maintenance. This includes troubleshooting, pre-buys
and maintenance management. He can be reached at dr.dean@
beechmedic.com or 702-524-4378.

FEBRUARY 2023 KING AIR MAGAZINE ­• 21

ASK THE EXPERT

Lever Lock Switches

… and a Few That Look
Like They Are, But Aren’t
by Tom Clements

W
hen I taught King Air ground school at Beech Aircraft Corporation back in the 1970s a name we
used often was “lever lock switch.” In preparation for this article, I went to my dictionary to see if
this word actually existed and was not too surprised to find that it did not. Instead, what I found
was “toggle switch” and “locking lever.” The definition of toggle switch found is: “An electric switch
with a spring to open or close the circuit when a projecting lever is pushed through a small arc.” The “locking lever”
addition means that the lever cannot be moved until it is unlocked and this means that it must be pulled before
it can be moved up or down or left or right. For the purposes of this article I think I will revert to the old familiar
“lever lock switch” that I presume is familiar to most of my readers.

Perhaps the most common example of this type of As you likely know, the model 200 incorporated many,
switch in almost all King Airs is the left or right bleed many changes and improvements over its predecessors.
air switch. If the copilot were to brush his hand against One of these changes was the relocation of the parking
this switch accidentally as he reached for an iPad, there’d brake’s control knob from its previous spot (the highest
be no chance for a sudden loss of bleed air since no left corner of the pilot’s left subpanel) to the new one
matter how hard he hit the switch it would not move if that was now the farthest left portion just below the left
he had not first pulled it toward him, typically using the subpanel, where the pilot’s air valve knob previously
combination of his or her forefinger and thumb. resided. Not too surprisingly, some 200s in the first
As years have passed, more lever lock switches few years blew all four tires on landing. It was obvious
appeared in King Air cockpits. The first three 90-models to see why: The pilot thought he was shutting off the
– 65-90, A90, and B90 – had none. Bleed air lever lock conditioned air flowing down toward his feet but what
switches made their appearance on the 100 model when he actually accomplished was pulling on the parking
it premiered in 1969. But not until the appearance of brake: mistake!
the 200 model in 1974 did more lever lock switches join Another change was relocating the pilot’s air valve
the cockpit controls. There is an interesting story about knob to the left and slightly below where the pilot’s
what prompted the appearance of two of them: the left control wheel’s shaft exits from the subpanel and also
and right “ignition” and “engine start” switches. changing how the knob functioned. Now the air flowing

22 • ­KING AIR MAGAZINE FEBRUARY 2023

 King Air 350 pilot’s left subpanel

towards the pilot’s feet turned “on” when the valve The outcome of this incident was what we now see in
was pulled and was shut “off” when pushed … a much almost all King Airs: The upward travel of the “ignition”
more logical choice, in my opinion, than the original and “engine start” switch is the lever lock type. It must
“backwards” design. be pulled before it can be moved up … impossible for a
While the pilot’s left subpanel was undergoing these knee alone to do so!
changes, why not throw in a few more? First, the To make it easy to pull, all lever lock switches in King
designers needed to add switches for the ice vanes. Airs contain an obvious “blob” on the end of the lever
Previously, they were moved solely by mechanical push- that the thumb and forefinger can easily grasp. This
pull T-handles centered beneath the pilot’s subpanel. But blob or bulge makes the switches that require the pull,
now the primary actuation method was via an electric easy to recognize.
motor and the T-handles reverted to a back-up system The bottom portion of this same, three-position switch
only used if the primary system malfunctioned. The – Ignition and Engine Start at the top, Off in the center
other switches on the pilot’s left subpanel got slightly and Starter Only at the bottom – does not require a pull.
rearranged and one of these changes saw the ignition It does not have the locking action. From the bottom
and engine start switches being moved down close to position it will spring back to the center position when
the very bottom edge of the panel. released. Typically this switch would never be used in
the bottom position for more than 30 seconds during
Bud Francis, the 200’s lead test pilot head, was a rather
an engine clearing procedure following a no light off
tall gentleman and one time his left knee accidently
scenario so it would be easy to keep pressing it down
pushed both left and right start switches up to the
for that short length of time.
“ignition” and “start” position as he adjusted his seat.
When the battery switch came on, all onboard were Quiz time: What other cockpit switch is the lever lock
quite surprised when both engines began turning! Oops! type – with the blob on the end of the lever – but only
FEBRUARY 2023 KING AIR MAGAZINE ­• 23
 King Air 350 copilot’s left subpanel

needs to be unlocked to move in the

up or down position, not for both?
The answer: windshield heat. I
will wager that over 50% of King Air
pilots don’t know this unusual fact.
Back in the pre-C90A days – before
1984 – only the 200-series and the
300-series had separate switches for
pilot and copilot windshield heat.
The other models, instead, used
only one switch and one windshield
temperature regulation system to
control both sides. Also, the heating
element was a horizontal portion
that covered only about one-third of
the windshield, starting downward
from near the center.
There were no “Normal” or “High”
heat choices like the newer models
have. The switch, however, still had
three positions: “Both” at the top, to just turn the “Normal” heat off. must be pulled to activate or
“Off” in the center and “Pilot Only” Use only your index finger on that deactivate. Although located on
at the bottom. This was a simple, switch and reserve the thumb/index the pilot’s right subpanel along with
three-position toggle with no locking combination for the rare times eight or so other anti-ice and de-ice
action, no need to pull. About the you truly want high heat. Realize switches, the chance of activating
only time the “Pilot Only” bottom that if high heat is accidentally on it unintentionally while turning on
position would be used was in the during engine starting, the chance the other items is nearly impossible.
event of a generator failure. of blowing a current limiter in a The most important takeaway
model 200 is greatly increased. from this article? Stop pulling the
The newer windshields very
seldom require the use of high Another switch that started as windshield heat switches … except
heat. Keep in mind – as you pilots a simple toggle but then became when you actually want to select
of these models should already know a lever lock in later years is the high heat! KA
– the windshield temperature that inverter selector switch. (Which
the thermostat circuit is trying to now has been removed as the
maintain does not increase when new airplanes no longer require
“High” is selected. Instead, the heat alternating current.) This switch,
is concentrated in a smaller area. again on the pilot’s left subpanel, King Air expert Tom Clements has been flying
The innermost five inches or so has always been located next to and instructing in King Airs for over 50 years
of both windshields, closest to the the “Avionics Master” switch and and is the author of “The King Air Book” and
center post, receive no heat so that the inverter switch, before it was “The King Air Book II.” He is a Gold Seal CFI
the available energy is concentrated changed to the lever lock type and and has over 23,000 total hours with more
more directly in each pilot’s line- had the exact same appearance than 15,000 in King Airs. For information on
of-sight. as the avionics master switch … a ordering his books, contact Tom direct at
simple toggle. I have watched many [email protected]. Tom is actively mentoring
The only time either the pilot the instructors at King Air Academy in
or copilot windshield heat switch a trainee deal with the failure of the
No. 1 inverter I gave them by turning Phoenix.
must be pulled is to move it to the
seldom-used high heat position! off the avionics! Oops! They hastily
If you have a question you’d like Tom to
Stop pulling that switch every grabbed the wrong switch! Changing answer, please send it to Editor Kim Blonigen
time you grasp it! There’s no need to the lever lock type makes this at [email protected].
to do that! By doing so, you make error highly unlikely.
it much more likely that you will The optional brake deice system’s
accidentally move it down to the control switch is also a standard,
“High” position when you meant two-position lever lock type that

24 • ­KING AIR MAGAZINE FEBRUARY 2023

 7
7
BC

FEBRUARY 2023 KING AIR MAGAZINE ­• 25

IN HISTORY

Thunder Birds –
The Mighty Beechcraft
A17 Biplanes
The Model A17F and A17FS were like no other Beechcrafts ever built – powerful, brutish
machines whose high performance was nothing short of spectacular for their time.
by Edward H. Phillips

Walter Beech and Ted Wells believed that an airplane’s strongest asset
was its speed, and the bullish A17F had speed in spades. Capable of more
than 220 mph, in its day it was a flying machine of the highest caliber.
Sold to the Goodall-Worsted company in 1934, the ship was later owned
by Howard Hughes but in 1942 met its fate in a hangar fire.
(University Archives and Special Collections, Wichita State University Libraries)

26 • ­KING AIR MAGAZINE FEBRUARY 2023

D
espite America’s bleak economic situation, Walter Beech and his chief engineer, Ted Wells, held tenaciously
to the belief that there was a small, but profitable market for a single-engine, high-performance, business
aircraft. In 1932, the first Model 17R had proven that such an airplane could be built, but would it sell?
Time would tell. Undaunted, Beech also offered the Model 17 airframe mated to a Wright “Cyclone” air-
cooled radial engine and dubbed the combination the A17F.

As 1933 drew to a close Walter Beech and his infant been ordered and was designed specifically to compete in
airplane company had sold one airplane – the second the MacRobertson International Trophy Race scheduled
Model 17R built – and had orders in hand for two additional for 1934. The grueling, 12,000-mile route would begin
aircraft. Unlike the first Beechcraft, however, these two at London and end at Melbourne, Australia.
machines were to be powered by fire-breathing, nine- Beech Aircraft Company completed the A17F in
cylinder Wright Cyclone radial engines. The first ship May 1934. It was the ultimate single-engine, four-place
built, the Model A17F, mounted an R-1820F11 rated business airplane of the mid-1930s and could attain a
at 690 hp; the second, the A17FS, was equipped with maximum speed approaching 220 mph – a speed that
a supercharged SR-1820F3 engine that produced an placed it in the same class with only a few military or
earth-shaking 710 hp. commercial airplanes of the day. To feed the thirsty
Advertisements for the powerful Beechcraft had caught Cyclone powerplant the A17F’s fuel tanks held 155 gallons;
the attention of a company in New England. The first the A17FS would hold even more.
A17F was ordered by the Goodall-Worsted/Sanford Mills The aircraft was delivered to Goodall-Worsted pilot
company to fly corporate officers to its various clothing Robert Fogg May 27. The airplane’s interior was plush,
factories operating in several states. The second ship had luxuriously outfitted with Goodall-Worsted velour and

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FEBRUARY 2023 KING AIR MAGAZINE ­• 27
mohair fabrics made by Sanford Mills especially for race. Unfortunately, during the takeoff roll the heavy
the Beechcraft. As a final custom touch, the company weight of fuel caused the landing gear to collapse and
had the Beech factory paint the words “Tailored By Perlick was out of the race. He tried again in 1938 and
Goodall From the Genuine Cloth” on both sides of the was poised to win the event when the Cyclone engine
aft fuselage. Priced at $24,500, the bullish biplane was went silent due to fuel starvation. To add insult to injury,
resplendent in its glossy black and red paint scheme in 1944 the Beechcraft met its end in a hangar fire.
trimmed in cream to match the interior. As the A17F As for the A17F’s more powerful brother, the A17FS, its
departed that day from the old Travel Air field in East career was short-lived and uneventful. The airplane was
Wichita, Fogg knew he was flying one of the world’s fastest completed too late to enter the MacRobertson race. The
biplanes, and speed was its most salient characteristic. many promises of support and money made by Wichita
As he flew eastward to the company’s headquarters in business owners and other people were not forthcoming
New England, the big Beechcraft drew attention wherever and the situation was further compounded by the high
it landed for fuel. After arriving in Boston late that day, cost of shipping the biplane to England.
Fogg wired Walter Beech expressing his admiration Louise Thaden, who was chosen to pilot the A17FS
for the mighty A17F, “Breakfast in Wichita, dinner in on its epic journey, estimated the cost of logistics to
Boston and headwinds all the way. Congratulations on support the ship during the race would be at least
your latest masterpiece – the world’s finest aircraft. $8,000, including the cost of shipping the disassembled
Progress demands creation rather than imitation, and Beechcraft to London. Further costs would be incurred
you have achieved it again.” Despite Fogg’s praise for to reassemble, fly the airplane and prepare it for a
the speedy ship, after only one year in reliable service journey that promised to be fraught with more than its
to the company, the vagaries of an economic depression share of risks.
forced Goodall-Worsted to sell the A17F to the Hughes With his hopes of racing glory dashed to the ground,
Tool Company. Walter Beech suddenly had an expensive “hangar queen”
The ship was later bought by race pilot Robert Perlick on his hands to the tune of about $25,000, money his
and prepared for competition in the 1937 Bendix Trophy infant airplane company was desperate to recover as

28 • ­KING AIR MAGAZINE FEBRUARY 2023

 Beech Aircraft Company built the muscular A17FS to compete in the 1934
MacRobertson race from London, England, to Melbourne, Australia, but it
was withdrawn when financing failed to materialize. Powered by a 710 hp
Wright Cyclone radial engine, the bullish Beechcraft served briefly with
the U.S. Department of Commerce before it was bought back by Walter
Beech and disappeared from the aviation scene.
(University Archives and Special Collections, Wichita State University Libraries)

quickly as possible. Undeterred, Beech began a vigorous Although the reason remains unclear nearly 80 years
campaign to sell the orphaned airplane. As the weeks later, Walter Beech bought back the ship from the Bureau
passed, Walter grew increasingly irritated. Despite his and in August it was retrieved from the hangar and
best sales efforts, no serious buyers stepped forward to shipped to the Wichita factory. Its exact fate remains
acquire the massive A17FS. In 1935, however, Walter a mystery, although rumors persisted for years that
finally found a willing and able buyer – the United States Walter eventually resold the airplane to a buyer in
government’s Bureau of Air Commerce. The agency California. Another possibility is that Beech had the
planned to have its aviation inspectors fly the airplane aircraft dismantled and destroyed to prevent further use.
on inspection tours around the country. It is undeniable, however, that the A17F and A17FS
After a series of modifications demanded by the Bureau were unique airplanes, the “sui generis” of their time. Not
were completed, the Beech Aircraft Company finally only were they the most powerful Beechcrafts built until
delivered the aircraft in July 1935. The Bureau’s pilots the advent of World War II, but more significantly they
were awed by the ship’s power and speed, but those were created as hand-crafted flying machines fabricated
virtues also led to frequent repairs to the welded steel during the “Golden Age of Aviation.” Yet, Walter Beech’s
tubing that suffered from vibrations and cracking. In “Thunder Birds” with their bellowing Cyclone radials
addition, the Wright Cyclone gulped fuel at an alarming will never be forgotten. They appeared on the aviation
rate that soon began to put a dent in the agency’s aviation scene only briefly, but unlike any Beechcraft before or
budget. after them, they made a lasting impression on those
The Bureau continued to operate its unique but pilots fortunate enough to experience the sheer thrill
controversial airplane for about one year before its of flying airplanes that had no equal. KA
high operating and maintenance costs could no longer
be ignored. Despite the airplane’s drawbacks, Bureau
officials initially decided to retain the Beechcraft. They
eventually changed their minds, and in June the A17FS
was flown to Cincinnati, Ohio, and relegated to a dark Ed Phillips, now retired and living in the South, has researched and
corner of a hangar to await its fate. These issues, coupled written eight books on the unique and rich aviation history that belongs
with the availability of new, more modern and fuel- to Wichita, Kansas. His writings have focused on the evolution of the
efficient airplanes, led the Bureau to strike the A17FS airplanes, companies and people that have made Wichita the “Air
from its fleet inventory in August 1936. Capital of the World” for more than 80 years.

FEBRUARY 2023 KING AIR MAGAZINE ­• 29

VALUE ADDED
King Air 300 with IS&S ThrustSense®
Autothrottle System Installed

IS&S ThrustSense® Autothrottle adds STC ThrustSense is globally certified in 40 different coun-
tries and on more than 19 different aircraft configura-
for King Air G1000 flight decks tions, including over 200 Beechcraft King Air turboprops.
Earlier this year, Innovative Solutions & Support
“We’re seeing continued acceptance and growth of
(IS&S) announced it had received Federal Aviation
ThrustSense’s safety and performance by King Air ope-
Administration (FAA) Supplemental Type Certification
rators throughout the world,” said Tom Grunbeck, IS&S
(STC) for its ThrustSense® Autothrottle to be installed
Director of Autothrottle Programs. “With the aircraft’s
on Beechcraft King Air 200 and 300 aircraft equipped
broad range of mission capabilities, many aircraft ope-
with G1000 and NXi flight decks. This accreditation
rators are focused on further enhancing the King Air’s
allows ThrustSense to be installed on all certified glass
utility and value by reducing crew workload in their flight
cockpit systems for the King Air.
operations. ThrustSense is a great example of IS&S’s
The IS&S ThrustSense Autothrottle is a full regime capabilities as a key player in providing technology to
system from takeoff roll to landing phases of flight, deliver next-level cockpit automation.”
including go-around. ThrustSense’s FADEC-like
ThrustSense is the first and only certified autothrottle
engine protection prevents both engine and airspeed
for Beechcraft King Air B200 and B300 aircraft and is
exceedances by automatically controlling engine output
standard equipment on the King Air 260 and 360 pro-
by computing and adjusting to the exact appropriate
duction models. It is available for retrofit at authorized
power levels, thus significantly reducing pilot workload.
IS&S King Air Service centers worldwide. KA
ThrustSense provides protection against Vmca – the
minimum speed while in the air – via the first ever
system (LifeGuard™) that proportionally reduces engine
power to maintain directional control.

30 • ­KING AIR MAGAZINE FEBRUARY 2023

FEBRUARY 2023 KING AIR MAGAZINE ­• 31
 ADVERTISING INDEX

1st Source Bank..................................................... 28 Kadex Aero Supply LTD........................................... 32

Banyan................................................................... 20 King Air Academy..................................................... 8

Blackhawk Modifications............................ Back Cover King Air Nation......................................................... 4

BLR Aerospace....................................................... 19 Luma Technologies................................................... 7

Butler Avionics........................................................ 18 More Company....................................................... 18

CenTex.............................................Inside Back Cover Pilots N Paws......................................................... 18

Cleveland Wheels & Brakes..................................... 13 Prime Turbines........................................................ 10

Corporate Angel Network........................................ 31 Raisbeck Engineering.............................................. 25

Elliott Aviation.................................. Inside Front Cover Select Airparts.......................................................... 4

Factory Direct Models............................................. 14 Trace Aviation......................................................... 21

Ice Shield/SMR Technologies................................... 27

32 • ­KING AIR MAGAZINE FEBRUARY 2023

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