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Here's why I think this is a "Pilot's Airplane"
Below 10,000 feet you will outfly every aircraft there is (you're 2 knots short of 250, or 3 in the C model), you have gobs of power, simple systems and the ability to be at barber pole 1/2 mile from the runway and still land on the "refrigerator bars". Many a times descending into FAI with us 30 north and Alaska 30 south of the field we would beat them in by more than 5 minutes. |
Anyone know whatever became of that aft spar AD?
Pic from the glory days. http://i395.photobucket.com/albums/p...Picture209.jpg |
Hey Herb,
The south ramp at HNL was my home for 30 years and 10 of those in that old HATS hangar. Nice pic. Was Mac around that day? |
Originally Posted by MOKIII
(Post 685946)
Hey Herb,
The south ramp at HNL was my home for 30 years and 10 of those in that old HATS hangar. Nice pic. Was Mac around that day? Mac Lanzas? |
Hey Guy correct me if I'm wrong, but isn't that an old Gulfstream C model?
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Originally Posted by evilboy
(Post 686028)
Hey Guy correct me if I'm wrong, but isn't that an old Gulfstream C model?
Probably is Alpine has a few i think. |
I enjoyed the 1900 and miss it a lot. Had op to fly both C and D models. I always thought the C model was easier to land in x-winds, but i definitely enjoyed the extra SHP on the D model. Would love to fly it again! I flew one 1900 with a sub-par A/P and the interconnect (don't quote me) always froze and the A/P always disconnected, so we rarely used it.
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[QUOTE=Herb Flemmming;685900]Anyone know whatever became of that aft spar AD?
If you are talking about the D model, I believe it was all taken care of about 3 years ago. At Skyway we had all of ours in and out in a day or two after the AD came out. Hope I answered your question. I think they were just looking for cracks in the spar, if I remember correctly some 1900s had some severe cracks. |
The Aft Spar AD still requires an inspection every 200 hours and pictures to be taken of the area prone to cracking. As far as I know the are still working on a revising the AD so the time between inspections is greater.
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Originally Posted by KingAirPIC
(Post 683648)
Hey, thanks for the info! Left the King Air job about three years ago. Autopilot was terrible on that thing. I chose to hand fly. Was the best flying aircraft I've ever had the chance of putting my hands on. I still used to wish the AP functioned reliably on those longer legs. Especially when I was single pilot and digging out charts.
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Originally Posted by GolfProPilot
(Post 702902)
Are the EMB120 and King Air similar as well?
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Originally Posted by MIKE JG
(Post 685070)
Don't listen to the guy above, sounds like he's never actually flown the thing. Ground fine/beta and reverse are all available on the ground for taxi, saved my @ss a few times in the snow.
Props going into ground fine was a problem at my old airline until the Raytheon engineers were finally called in to teach the mechanics how to properly service that little solenoid. After that there were no further problems. Imagine that. Overall great airplane, I have ~2000 hours in it. Pressurization system is a bit meager though. IIRC, at FL250 you had a 9,600ft cabin. Not sure if a corporate version is any better. Most common callout used in the 1900....... "Guard the horn"... |
"Pull the charts"?
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Has anyone gone from the King Air directly to the 1900, or for that matter, the 120?
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I went from a 1900 to King Air. Man I miss that airplane.
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I went from the left-seat of the 1900 to the left-seat of an F-90 (single-pilot operation). Insurance approved me to fly the airplane right off the street, and the only requirment was completing an approved syllabus and simulator training within the next 12 months. If you can fly the 1900, you can fly any model King Air with ease. In fact, the F-90 with an AP, Avidyne EX-500, GNS-400W, Jepp. Chartview and NEXRAD was easier to fly single-pilot than the 1900 was with two of us up-front.
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Originally Posted by GolfProPilot
(Post 704387)
Has anyone gone from the King Air directly to the 1900, or for that matter, the 120?
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I went from a Twin Otter to A B757.
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