King Air 200 windshield question
 

Our windshield failed today. No one was hurt and overall it was uneventful yet highly unnerving.

The windshield is cracked so badly you can't see through it and there is at least one spot where the cracks are on the inside. Small flakes of plexi glass are on the glare shield.

Apparently the maintenance shop says it is cool to ferry the aircraft unpressurized to a different airport.

I think this seems like an unnecessary risk. Also I can't imagine that the aircraft would be legal to fly even if it is safe.

What do you guys think? Does anyone have any particulars on if the aircraft is still airworthy?


Thanks

Which window is it? Obtaining a ferry permit can be window dependent.

Often we have to ferry aircraft with cracked windshields to an airport where it can be repaired. In a nutshell, a ferry permit allows you to fly a non-airworthy airplane which has been deemed safe by an A&P. The A&P who was called out to the airplane should take care of all the paperwork. If you fly for a 135 operator, the end result will be an open write up in the maintenance log with a ferry permit stapled to it.

Ferry Permit
 

What he said. Get a ferry permit or fix it prior to flying it.

The Limitations section spells out what is tolerable for a cracked windshield. Keep in mind that these limitations vary from model to model and even inside the 200 model. I pulled this from an A200CT manual. It sounds like you need a ferry permit.

1-10B
CRACKED OR SHATTERED WINDSHIELD
The following limitations apply when continued flight is required with a cracked outer or inner ply of the windshield.

1. Continued flight with a cracked windshield is limited to 25 hours.
2. Windshields which have a shattered inner ply will have numerous cracks which will obstruct forward vision and may produce small particles or flakes of glass that can break free of the windshield and interfere with the crews vision. These windshields must be replaced prior to the next flight unless a special flight permit is obtained from the local Flight Standards District Office.
3. Crack(s) must not impair visibility.
4. Crack(s) must not interfere with the use of windshield wipers for flights requiring the use of wipers.
5. Windshield anti ice must be operational for flights into icing conditions.
6. The following placard must be installed in clear view of the pilot.

Thanks guys. I found some additional information in the limitations section of the POH.

The King Air windshields tend to de-laminate too. I have heard that they do that if you turn on the windshield heat after the glass has become cold soaked.
Anyone else experienced this?
Is there any harm in turning it on low after take off if we know that icing conditions are expected?

I'm not aware of any issues with turning the heat on early. Company policy is that the heat comes on at 10K or the freezing level, whichever happens first. I don't think there's a mechanical penalty for being more conservative than that.
Applying heat to a cold soaked window can crack it as well as cause delamination.

GP

Yep, happened a few times to me. The last time we were climbing through about 22K on our way to Iwo Jima from Atsugi. But it wasn't because we put it on late, ie at altitude. I have a great picture of it. Also had one instance where the maintainers put the wrong bolts through as well which became a causal factor to the failure.

As a general practice we the Navy put ours on passing 10K.

If I can figure out how to post the pic I will or if someone can help me that would be great.

You'll need to host it on another site, APC doesn't allow attachments

On Topic: Definately go with what the Mx Manual says, and I'd be 99.9999% certain I wouldn't do it without a Ferry Permit. Always CYA!!!

This sometimes happens to the pressurized Beech turboprops. Usually the windshield develops a crack, sometimes herringbone pattern cracks, and sometimes it appears like "crazing" and pretty well obscures the view. There are specific limits for ferrying the airplane -- pressurization differential, etc., and advice is available from Beech, Raytheon, Hawker Beechcraft (or whatever they're calling themselves this week). Sometimes limits are even published in the MEL, with specific limitations. Usually damage must be confined to the inner or outer pane of the windshield. They're glass, incidentally, except in rare cases where the airplane is not approved for flight in icing.

Ha. I diverted this week due to this:
http://i194.photobucket.com/albums/z...00106-2025.jpg
It must be an epidemic.

The cracks are through both panes and the airplane depressurized slowly. This was my 4th windshield failure, my second in the King Airs.

I have had two windshield failures in King Airs. I have gotten ferry permits for both. Both times, the FAA stipulated that a mechanic had to look at the windshield before it was ferried to determine if it was safe.

Both my windshield failures were also the outer ply of the windshield only.

Did you stipulate that the mechanic that made the determination as to the safety of the windshield sit in the seat directly behind the windshield during the ferry flight?:D

I've ALWAYS turned on the windshield heat (both) to 'NORM' taking the active and turned them off clearing the RWY and (knocking on wood) never had one fail or denominate. Been doing that for 10 years in all a/c and 4 years in the KA.

I am just curious can some one explain to me the purpose of normal and high setting on the king air windshield heating system. When would high be used?

Thanks

Just guessing, but this is what I do in the Meridian's, the low is called "De-Fog" in these planes, but it has a high setting also. I would use that whenever you are getting accumulation greater than the low/normal mode can handle. Or say you just descended into icing, and need to get the window cleared ASAP for the approach. Otherwise I leave it off, or on the defog conditions permitting. I would never leave it in high unless it's just that damn cold and nasty out. Don't want it to get too hot and then cause more problems than you had

Normal is used in most icing conditions. The high setting would be used if you encountered icing severe enough to build on the windshield with the normal heat on.

The high setting heats a smaller portion of the glass with greater intensity.

I am a pilot and also the DOM for some King Air’s. The main problem with the windshields on the King Air’s is with the outer ply cracking. This is usually caused by water getting between the ply’s freezing causing the ply’s to de-laminate and crack. I have seen this happen on one of our King Air’s it is about a 19K bad day. After this happened the first time I implemented a 50 hour inspection of the sealant on the external edges and a mandatory removal and reseal of the PRC around the windows each phase inspection. It usually runs about $600.00 with Labor and the PRC but prevents us having to replace a 15K plus windshield, the labor, down time and if you have pax on board an unscheduled stop for them.

Just my 2 cents

Quote:
Originally Posted by nocnik
I am just curious can some one explain to me the purpose of normal and high setting on the king air windshield heating system. When would high be used?

Thanks

Like they said, if ice begins to build on the windshield faster than the NORM setting will clear, go to HI. That's the only time you have to pull that Lever-Lock out is to get it into HI. It applies the same amount of heat (amps) as NORM but to a smaller area. Get up close to the windshield and look at the difference in the heater wire sizes. The smaller wires are what you use in HI. Same amperage, smaller wires = more heat. The 226 kts shouldn't be a problem.
FYI, we have no company policy on when to turn it on and all our pilots have different ideas about the "when". We fly air-ambulance out of ground temperatures that most folks don't even find at altitude and we've had only 2 or 3 crack in the last 8 years (out of 6 200s). Last night it was -43 for a low (PAFA) and -52 up the "road" a ways (PFYU). If that's not enough to frost your mittens, Ft. MacPherson clocked in last night at -74! Now I'm sorry but that's just TOO COLD. I'm so glad we live over here where it's a site warmer.
PPG builds a good windshield. Section 2 in the POH has guidelines for cracked windshields but there's no provision in the Master MEL "King Air 200/F90" to MEL. Ya gotta have a Ferry Permit.

Jergar999
A King Air windshield is basically a King Air windshield but I'm wondering if the cracked WS in your posted picture is a 90 or a 100?
Thanks. Just curious.

Had Both Pilot and Co-pilot WS's go out within six months of each other.....the WS were 6 years old....was told that when they installed the new WS's six years prior to this happening, the MX department didnt remove the old sealant and prep properly, and when the bolts were torqued around the frame, it caused uneven stress points...so BANYO4 mentioned "mandatory removal and reseal of the PRC around the windows each phase inspection" sounds like something to think about during your next inspection.

Remember this video of the KA? He about crashes the aircraft because of a cracked winshield.

YouTube - Emergency Landing - King Air

Wow someone was watching over these two....

Ditto on the turn on/off windshield heat at 10K. We raise it to 15K if it is August and flying into Tucson, etc.

Flightsafety Wichita swore 10 years ago that Beech was going to add a supplement calling for mandatory windshield heat at 10K but I have yet to see it....