Long Haul Follow a King Air 200's Trans-Atlantic Journey - King Air Magazine
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT MAY 2020 • VOLUME 14, NUMBER 5 • $6.50
Long Haul
Follow a King Air 200’s Trans-Atlantic Journey
2
KingAir May 2020 Volume 14 / Number 5
A MAGAZINE FOR THE OWNER/PILOT OF KING AIR AIRCRAFT
Contents
EDITOR
Kim Blonigen
EDITORIAL OFFICE
2779 Aero Park Dr.,
Traverse City MI 49686
Phone: (316) 652-9495
2
Going Solo
24
In History –
E-mail: editor@blonigen.net
Flying a King Air on my First Cessna: The Postwar Years
PUBLISHERS
Dave Moore Multi-Continent Crossing Alone Part Two
Village Publications by Deanna Wallace by Edward H. Phillips
GRAPHIC DESIGN
12
Rachel Wood 24
PRODUCTION MANAGER
Mike Revard
PUBLICATIONS DIRECTOR
Insurance –
Jason Smith Aircraft Insurance
ADVERTISING DIRECTOR and Pandemics
John Shoemaker
by Kyle P. White
King Air Magazine
2779 Aero Park Drive
Traverse City, MI 49686
Phone: 1-800-773-7798
Fax: (231) 946-9588
E-mail: johns@villagepress.com
ADVERTISING ADMINISTRATIVE
COORDINATOR AND REPRINT SALES
Betsy Beaudoin
Phone: 1-800-773-7798
E-mail: betsybeaudoin@villagepress.com
SUBSCRIBER SERVICES
Rhonda Kelly, Mgr.
Kelly Adamson
Jessica Meek
Jamie Wilson 30
P.O. Box 1810 16
30
Traverse City, MI 49685
16
1-800-447-7367
ONLINE ADDRESS
www.kingairmagazine.com
Technically...
SUBSCRIPTIONS Ask The Expert –
King Air is distributed at no charge to all
registered owners of King Air aircraft. The
mailing list is updated bi-monthly. All others
may subscribe by writing to: King Air, P.O.
Box 1810, Traverse City, MI 49685, or by
Tips for Using the
C90 Fuel System
by Tom Clements
32
Advertiser Index
calling 1-800-447-7367. Rates for one year,
12 issues: United States $15.00, Canada
$24.00 (U.S. funds), all other foreign $52.00
(U.S. funds). Single copies: United States
King Air is wholly owned by Village Press, Inc. and is in no way associated with or a product of Textron Aviation.
$6.50, Canada/Foreign $9.00.
King Air (ISSN 1938-9361), USPS 16694 is published monthly by Village Press, Inc., 2779 Aero Park Drive, Traverse City, Michigan
COVER PHOTO 49686. Periodicals Postage Paid at Traverse City, MI. POSTMASTER: Send address changes to King Air, Village Press Inc.,
Courtesy of Textron Aviation P.O. Box 1810, Traverse City, MI 49685. Telephone (231) 946-3712. Printed in the United States of America. All rights reserved.
Copyright 2020, Village Publications.
ADVERTISING: Advertising in King Air does not necessarily imply endorsement. Queries, questions, and requests for media kits
should be directed to the Advertising Director, King Air, P.O. Box 1810, Traverse City, Michigan 49685. Telephone 1-800-773-7798.
MANUSCRIPTS: King Air assumes no responsibility for unsolicited manuscripts, photographs, or art work. While unsolicited
submissions are welcome, it is best to query first and ask for our Writer’s Guidelines. All unassigned submissions must be
accompanied by return postage. Address queries and requests for Writer’s Guidelines to the editor.
MAY 2020 KING AIR MAGAZINE • 1
G o i n g So l o
Flying a King Air on my First
Multi-Continent Crossing Alone
by Deanna Wallace
E
very pilot remembers their first solo sure you do everything correctly. Truth
flight. It’s a huge milestone where, be told, no pilot does everything perfectly
after hours of training with a flight on their first solo, second solo or any
instructor, you are finally deemed ready flight thereafter. The best pilots are those
to take the aircraft up on your own with who recognize there is always room for
no one else on board. Those first few improvement and are constantly striving
moments, as your wheels leave the ground, to make their next flight even better. I am
are both exhilarating and terrifying as more than 6,000 flight hours past that
you realize you are completely on your first solo flight milestone, but I recently
own and there is no longer a more had another first solo milestone that will
experienced pilot next to you making forever be etched in my memory.
The author piloting a King Air.
2 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 3
Last summer, I made three trans-Atlantic crossings
GARMIN in private aircraft with experienced international ferry
pilots and mentors, Joe Casey and Margrit Waltz. Two
G1000 NXi of those crossings were in Beechcraft King Air 200
www.DA.aero/G1000 models and one in a smaller, piston-powered, multiengine
aircraft. Although each crossing had similarities, each
trip was unique in its own way and I gleaned more
information each time through slightly varied routing,
changing seasons and different aircraft capabilities.
Later, an opportunity arose for Joe and I to pick up two
separate King Airs from India and ferry them back to
the United States at the same time. This particular trip
was supposed to be my first “supervised solo” multi-
FOR MORE INFO, • New zero-time avionics continent crossing, as I would be the sole occupant in
CONTACT: • Optional TAWS A, and TCAS II the aircraft but have a mentor nearby in another aircraft
• Average weight savings of 250 lbs. watching and guiding when needed.
Michael Kussatz • New autopilot, WAAS LPV One of the first things I was taught on the initial
Eastern U.S. capability, and ADS-B compliant
crossing was not everything goes as planned and
+1 531.207.3951
flexibility is the name of the game. In the case of the
Michael.Kussatz@ Duncan Aviation Advantages:
“supervised solo,” only one of the aircraft was ready to
DuncanAviation.com • 28 Avionics locations across the U.S.
go, Joe was unable to make the trip himself, and I was
AOG Support
John Spellmeyer • 5 year parts and labor warranty
sent to India to make the more than 9,000 nautical mile
Western U.S. • 5 years of North
trip back to the U.S. alone. In my head, just like when
+1 316.214.8867 American databases
I flew my very first solo flight as a student pilot, I knew
John.Spellmeyer@ PLATINUM PACKAGE PURCHASE the experience and training I’d received on the previous
DuncanAviation.com REQUIRED TO OBTAIN 5 YEAR crossings was sufficient and I was ready to make this
WARRANTY AND DATABASES trip, but until you’re in the aircraft alone and doing it
(Limited Available) yourself it simply doesn’t seem real.
The Mission Begins
KING AIR
King Air Magazine_DA_Due May_FINAL.indd 1 3/30/2020 10:32:31 AM
I left the United States late on a Sunday night and
arrived in Ahmedabad, India, early Tuesday morning.
After a sufficient rest period, I was escorted to the
WINDOW INSERTS STC’D-PMA /FAA APPROVED
aircraft for the first leg of the trip. My preflight inspection
found an airworthy, but very dusty, aircraft that had
been parked outside after months flying in India. The
makings of a large, grass nest were found and removed
What Is the Difference from the nose wheel well (luckily, whatever made the
Between the G & D Aero Tinted Window Insert nest was not discovered with it) and the aircraft was
and the Polaroid Interior Window Insert? ready to be fueled before departure. In the U.S., most
The $$$$$ Cost airports are well equipped with tugs to move general
aviation aircraft without the engines being started. This
was not the case at this particular airport.
Not only was there no available equipment to move
the aircraft from the parking area to the fueling area,
I was prohibited from starting the engines and taxiing
the aircraft under its own power to the needed spot due
to ongoing construction around the movement area.
Although most of the traveling public would consider
this King Air a small aircraft (compared to a Boeing
With the G & D Aero tinted window you have full or Airbus), it is still an aircraft of considerable size,
time protection against the sun and the ability to weighing in at up to 11,500 pounds. I was asked to sit
keep your passengers cool and comfortable. No in the cockpit and watch from that vantage point as four
need to make any adjustments to the windows Indian men pushed and pulled the aircraft more than
because the inserts work full time. 100 yards to the fueling station in 80-degree weather.
This was no small feat, as the aircraft has no good points
G & D AERO PRODUCTS against which to push or pull and it took considerable
time with several starts and stops as the men rested
951-443-1224
between segments. ›
4 • KING AIR MAGAZINE MAY 2020
Short final at Al Alamain International in Egypt (HEAL). It has an 11,500-foot A ForeFlight screenshot of the route between VAAH
runway providing access to a part-time passenger terminal. and OMAL, which included crossing into Pakistan and
avoiding Iran by crossing 400 miles over the Gulf of
Oman, then following its coastline into UAE.
Day One: Mentally Working Ahead
After fueling, I was ready to start the aircraft and
get on the way to my first stop at Al Ain (OMAL) in
the United Arab Emirates. It was an almost six-hour
trip, Joe was automatically deferred to for fuel orders
flight from Ahmedabad (VAAH) overflying a portion of
and operational questions. As this is not uncommon,
Pakistan and crossing the Gulf of Oman. I requested my
even in the U.S., I was not bothered by the practice,
clearance and engine start and was feeling pretty good
but did take note that I did not stand out as an equal
about everything until I taxied up to the runway and
co-captain of the aircraft.
realized the onboard GPS unit still had not acquired a
signal and was unusable in guiding me along the very Because of limited general aviation activity in that
specific track I would need to fly. I reluctantly admitted part of the world, another issue we had run into was
to the tower controller I would need to return to the explaining to security and customs officials that we
parking area to sort out my issue, but did not expect to were pilots of a small aircraft and gaining access to the
shut down the engines or delay long. Holding my breath, aircraft after overnight stays. Uniforms carry a lot of
I powered down and restarted the GPS, double-checked weight and while our standard “uniform” is a polo shirt
the data cards and breathed a big sigh of relief when it and a pair of slacks, this time I brought my traditional
powered back up and soon after acquired the satellite pilot uniform of white shirt, black pants and gold-striped
signals it needed. Within minutes I was airborne and epaulets identifying me as the captain, even though
on my way in the late afternoon hours. there was no one else on board. Wearing this, I had
virtually no issues, despite the language barriers, getting
As I settled in at my cruising altitude of 28,000 feet,
through security measures to and from the aircraft
with six hours of flight time ahead of me, the reality
in a much more efficient and timely manner than the
of this long, solo trek set in and I busied myself by
previous trip. As a female pilot, I also chose to wear a
mentally getting ahead of the aircraft, considering all
scarf over my hair at some of the Middle Eastern fuel
routes, charts and potential contingencies I might run
stops as a sign of respect for their customs and to make
into prior to my destination. Satisfied all bases were
male ground crews more comfortable interacting with
covered, I enjoyed the view out the window as the sun set
me. Surprisingly, the question asked the most was how
and darkness set in as I was leaving Pakistan’s airspace
I was allowed to fly the aircraft by myself, as all King
for the 250-nautical mile leg over the Gulf of Oman to
Air models are flown by two pilots in those countries.
Muscat. Shortly after landfall, I began my descent into
the UAE feeling good about the start of the trip.
Six months earlier, Joe and I had made this same trip Day Two: Terrific Endurance and Range
heading the opposite direction, delivering an aircraft Day two had me leaving OMAL, flying up the Persian
to India. One of the things I remembered most about Gulf, stopping for fuel at airports in Saudi Arabia (OEGS)
that trip was the novelty of a female pilot at most of our and Egypt (HEAL), crossing the Mediterranean Sea,
stops through Asia and Egypt, particularly in the Middle and landing at my final destination for the evening,
Eastern countries. At almost every stop on the prior Brindisi, Italy (LIBR). My greeter in Saudi graciously took ›
6 • KING AIR MAGAZINE MAY 2020
A street in Brindisi, Italy.
Wearing a scarf on Middle Eastern stops to
follow tradition and help the ground crews feel
a little more comfortable interacting with me.
The route between LIBR and EBLG went across the Swiss Alps, very close to the Switzerland/
France border. Even though the flight was at FL260, the mountain peaks felt close, as they
topped out to nearly 16,000 feet MSL along the passage.
Getting fueled in Al Alamain, Egypt. The entire fuel crew came
out for what they reported as their only fueling for the day.
and range, even against moderate push toward your destination in as Liege, in my limited experience, is about life in our respective countries
headwinds, as on this day I was able few days as is safely possible. always an efficient tech stop where and actively encouraging each other
to cover more than 2,500 nautical fuelers are quick to turn you and to visit and stay longer. Although I
miles in 12.5 hours of flight time. customer service reps pump you was only five flight hours into my
Much of that time was at a reduced
Day Three: full of espresso and fill your pockets day, the sun was beginning to set.
power setting designed to stretch Handling Weather with snacks for the next leg. If you’ve December days across the northern
the fuel range on two of the legs The third flying day saw weather never had a Belgium stroopwafel, latitudes are short and darkness
the time to bring hot water, tea and hot tea after the plane was fueled that clocked in at just under five reports of overcast skies, scattered you are missing out on a great treat! prevails. I enjoyed a brief sunset on
accompaniments to the aircraft for and then tried to send me on my hours each. Although I had received showers and a few icing reports My second leg of the day took me departure, before the darkness set
me before my departure and helped way with a stray cat, which I politely great dinner recommendations from along the route – nothing that a from Liege to one of my favorite in to follow me the next three hours
me explain fueling instructions to refused. This was one of the longer my ground handlers, I was too tired King Air can’t easily handle. The stops, Belfast, Ireland (EGAA). to Keflavik, Iceland (BIKF).
a trainee fueler unfamiliar with the days of the trip because once you from the long day to do much more skies started to clear as I made I’ve found the fuelers there to be Thankfully, the ride was smooth
King Air. The next stop in Egypt gave leave the UAE, there are no great than shower and climb into bed, my way north from southern Italy, as equally fascinated by my thick, and uneventful, leading to a typical,
me equally accommodating ground overnight stops until you hit Europe. a common reality of single-pilot, affording me great views of the southern, Texas accent as I am by moderately high wind landing
personnel and security guards that The King Air 200 proved to international ferry flying. Days are Swiss Alps on my way to my next their Irish talk. Fuel stops always in Keflavik, ahead of predicted
insisted I sit with them for a cup of be a great aircraft for endurance long and nights are short, as you fuel stop in Liege, Belgium (EBLG). feel short as we have fun talking overnight snow showers. The ground
8 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 9
crews at SouthAir know their job and weather well and my Texas heat-loving-self eagerly signed for the airport
marshaled me to my parking stand pointed into the fees and called CANPASS to alert them of my expected
wind, so the likelihood of snow piling up on the airframe arrival in Canada. After departure, I continued my trek
overnight would be somewhat mitigated. I made my southeast toward Goose Bay, Canada (CYYR), finally
way to a local waterfront hotel, also home to one of my encountering some welcome daylight halfway across
favorite restaurants in Keflavik, Cafe Duus, and enjoyed the Davis Strait.
a fresh seafood dinner before retiring for the night. Goose Bay is a small town located on the eastern
I’ll admit to a somewhat restless night, as high winds shoreline of Newfoundland and Labrador. It boasts a
howled across the harbor shoreline and I kept rising to population of just over 8,000, half of that being indigenous
check on the snow accumulation outside my window. Canadian groups like the Inuit and Metis people. With
an airport used since the early days of North Atlantic
Day Four: Dark and Frigid crossings and made famous by Earnest Gann’s book
“Fate is the Hunter,” the town is a common starting and
The snow showers passed before my scheduled stopping point for aviators making the North Atlantic
departure time the next morning and I arrived at an crossing to and from Europe, and for those travelers
aircraft completely devoid of any snow accumulation or catching smaller flights out to remote fishing and hunting
frost on the wings. I was very thankful for marshallers camps in the neighboring Canadian territories.
who knew their job and for high winds that kept
moisture and snow from settling on my aircraft for
long. It was still fully dark, as the sun doesn’t rise until Day Five:
almost 11:30 a.m. at that time of year, and I took off Crossing North America
toward my next tech stop in Kangerlussuaq, Greenland The next day, my final one, had me on the home
(BGSF) (or Sondrestrom, the much easier to pronounce stretch. One more stop in Montreal (CYMX) for fuel
Scandinavian name for BGSF). launched me onto my final leg to Fargo, North Dakota
In December, the sun doesn’t even attempt to rise (KFAR), the new home for this King Air. Even with only
that far north, so my full leg and stop was entirely in two legs, crossing half of Canada and the United States A view of flying over Greenland on a previous trip when it was light.
the dark. The temperature was a chilly 16 degrees and from east to west is no short day, clocking in at eight
hours of flight time. I took the time on the ground in
Montreal to gather all the requisite paperwork I would
need to clear U.S. Customs and Border Patrol and to
start corralling all the gear I had out for the trip.
De-icing Never Looked This Good As I was making my way across the snow covered
Canadian and northern U.S. landscape, I was allowed
ample time to reflect back on my newest “first solo.”
Crossing India, the Middle East, Egypt, Europe and the
North Atlantic single pilot is no small feat. But while I
was alone in the aircraft, this trip would not have been
possible without the amazing support services provided
A view of the Irish coast, on the way to a favorite stop in Belfast (EGAA).
by Shepherd Aero, based in Bellingham, Washington.
Their dispatchers provided daily weather reports, knew
preferred routes, filed international flight plans, pre- reduced power setting for range. Final trip stats showed
arranged fuel services and had my hotel room booked five flying days, 41 flight hours, four continents, stops in
by the time I landed at the final stop each night. They 12 countries, over 9,200 nautical miles flown and more
tracked me each step of the way and constantly ensured than 22,000 pounds of jet fuel turned into noise! KA
that everything was going well with me and the aircraft.
If anyone is attempting an international flight, I cannot
recommend their expertise more. With planners and
dispatchers available through every time zone for any
unplanned events that might arise, they have the whole Deanna Wallace has amassed over 6,000 flight hours since she
planet covered. started flying in 1997 and is a 20-year Gold Seal CFI/CFII/MEI with
more than 2,000 hours dual given. She holds a Bachelor of Aviation
I also cannot say enough good things about how well
Management from Auburn University and a Master of Aeronautical
Ice Shield De-icing Systems offers wing boots, propeller boots, wire harnesses, and much more. the King Air 200 flew this mission. It may not be the
Science from Embry Riddle Aeronautical University. Deanna is single
Offering guaranteed 48-hour delivery and first class customer service. fastest way to cross that distance, but it performed pilot typed in the King Air 300/350 and flies all King Air variants
admirably and there was no environment in which it did regularly, including the B100 with TPE-331 engines. Through her East
Ice Shield is a Faster, Better Smarter way to protect your aircraft from icing conditions. not do well. The 200 consistently offered me an average Texas employer, Casey Aviation, she flies Part 91 managed King Airs,
For more information please visit our website www.iceshield.com or 800.767.6899 true airspeed of 260 knots and a fuel flow of 260 pounds ferries aircraft worldwide and actively instructs owner-pilots in the
per side, with at least four segments of the route at a PA46 piston and turbine series aircraft.
10 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 11
INSURANCE
management strategies, but when our management expanded and defined: “bodily injury caused by your
of risk fails us, we turn to the insurance policy. What aircraft, including sickness, disease, mental anguish,
coverage do we have? personal injury or death.”
Insurance policies for King Airs are typically very “Sickness” is the key word in the definition and would
broad. Below is specific wording from an actual lead one to believe there is coverage in the event a third-
King Air policy and the endorsements that clarify party contracts a “sickness” onboard your aircraft. The
coverage. Remember, endorsements modify the policy to difficulty will be the burden this places on the legal
add or remove coverage to the policy. Near the beginning interpretation of the policy. The insurance policy is a
of every aircraft policy there is a statement: “When and legal contract and coverage is triggered upon determining
where you are covered.” an “occurrence” has happened. It is also worth noting,
In the particular policy we reviewed, it reads: aircraft insurance policies are not designed to cover
King Air owners and operators from perils covered
“You are covered for occurrences that take place under workers’ compensation. The policy specifically
during your policy period while your aircraft described addresses this with the following:
on the Coverage Summary Page is anywhere in the
world. By an occurrence we mean any accident “EXCLUSIONS, unless otherwise provided in the
or continuous or repeated exposure to conditions policy of insurance, the liability insurance afforded
which you don’t expect to happen resulting in bodily under this policy shall not apply to: Bodily injury,
injury, property damage or loss of or damage to your sickness, disease, mental anguish or death of any
aircraft. All injuries or damage resulting from generally employee of the Named Insured while engaged in the
the same conditions will be considered one occurrence.” duties of employment, or any obligation for which the
The policy starts with a very broad attitude toward Named Insured or any company as Insurer may be
Aircraft Insurance
expansive coverage. That coverage becomes more held liable under any workmen’s compensation or
restrictive when the term “bodily injury,” is further occupational disease law.”
and Pandemics by Kyle P. White
U
nprecedented times are upon us. In the past, You will find the term “sickness” used within your
King Air magazine has published dozens of aircraft policy, so for the purpose of this article we will
articles on a variety of insurance topics. The refer to COVID-19 as a “sickness.” Like all risks, you
content has revolved around experiences your fellow should first focus on managing the exposure, in this
King Air operators have endured and we all have been case the risk of “sickness.” As we have learned, social
able to learn from. Currently, the world is grappling to distancing is the backbone of the strategy to limit the
navigate COVID-19, which has sent the entire aviation spread of the “sickness.” Staying 6 feet apart in any
community scrambling to protect our health, as well as aircraft is difficult, particularly in business aircraft such
our business. This virus is challenging each of us and as the King Air. Currently, some operators, particularly
providing no answers about how long this battle will those who fly Part 135, are not flying because their
last or what our “new normal” may look like. As we clients or owners are staying close to home. However,
consider life “post COVID-19,” we should also prepare many operators also want to be ready for a trip, should
ourselves for possible legal issues that may arise from the need arise. Part of being prepared for a trip is
this pandemic. While the aviation insurance industry making sure the necessary precautions are in place
may not have anticipated such a global challenge, there to protect both crew and passenger health. To ensure
are hints of what may or may not be covered within they are healthy and ready to fly, some crews are self-
your aircraft policy. isolating. Other operators have explored operating single
pilot to protect themselves, as well as their second
pilot, to avoid inadvertently spreading the “sickness.”
Third-party Liability For operators flying fellow employee passengers, many
It doesn’t hurt to look into potential third-party have implemented a self-imposed restriction of only
liability, how to manage it and ultimately, if your policy carrying a 50% passenger load to maintain proper
provides coverage. social distancing. Each of these options are good risk
12 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 13
Upon reviewing the policy word have to wonder how the legal system received prior written approval
ing as outlined above, an insured may or may not apply “… and Other from the Aviation Managers, we
is certainly entitled to file a claim Perils Exclusion.” The following are will suspend the in-flight portions
should they feel a third-party a few excerpts from the policy that of your Coverage and refund
passenger was harmed due to a includes “sickness”: premiums for the period the aircraft
“sickness.” If a claim like this does “This insurance does not apply is out of service, computed at
arise, it is possible the standard to any liability … including bodily fifty percent (50%) of the pro-rata
exclusion that is in all aircraft injury, fear of bodily injury, damage premium which applied to the
policies: “Noise and Pollution and or fear of damage, personal injury, aircraft. You also agree to advise
Other Perils Exclusion” could come advertising injury, sickness, the Aviation Managers, in writing,
up for debate, specifically with disease … directly or indirectly as soon as the aircraft is returned to
focus on “other perils.” While the arising out of, resulting from, service. However, no refund will be
exclusion is a lengthy and wordy caused or occasioned by, happening made for any lay-up period of less
endorsement, I encourage you to through, in consequence of, or in than thirty (30) consecutive days.”
review it in your policy. Before the any way involving: Pollution or The lay-up credit is causing the
COVID-19 pandemic, my personal Contamination.” insurance underwriters a great
interpretation of the need for this deal of pain, both financially and
exclusion was to avoid covering How the policy defines “con
tamination” could be worrisome administratively. The actuaries
claims for things such as an angry most likely did not anticipate their
homeowner next to the airport as it specifically uses the words
“…‘Waste’ of any kind whatsoever, entire portfolio of clients would be
accusing an aircraft operator of seeking a portion of their premium
being too loud. Or a King Air with including solid waste, waste water,
waste oil, infectious medical waste, back, due to the effects of a global
an aging and cracked fuel bladder shutdown of travel. These refunds
that seeped fuel onto the hangar and human.”
could further exacerbate the need
floor that then flows to the drain This is a new peril for all of us to for the insurance underwriters to
leading to the sewer system. Now, consider and should be reviewed seek even higher premiums at your
reading the exclusion with the with your broker, underwriter and renewal and pushing to eliminate
thought of “sickness” in mind, you legal counsel to see how your policy the lay-up credit endorsement in
may or may not respond to a claim the future. Talk to your broker
involving COVID-19. about what you may be entitled
to if you currently have this
Possible Credit endorsement. If you don’t, it may
be something to inquire about in
Endorsement the future. Especially if you have
Despite aviation coming to a a lengthy phase inspection on the
screeching halt amid this pandemic, horizon or other time-consuming
we continue to see the insurance maintenance scheduled.
market hand out substantial Again, these are unprecedented
increases. One way to reduce your times. There has been both social
outlay for the aircraft insurance and political pressure on the
policy is to look for the “lay-up” insurance companies to cover
credit endorsement. The intention of COVID-19 related claims and
a lay-up credit is to return premium provide premium relief. While this
dollars to the insured during periods sounds enticing initially, if these
of reduced exposure. Typically, this payouts become precedence, we will
reduced exposure resulted from continue to see eyebrow raising rates
the aircraft being out of service for continue into 2021, with potentially
extended maintenance. There are fewer carriers competing for your
many variations of the formula used business. KA
in calculating the lay-up credit. A
typical endorsement could look
something like this:
Kyle P. White is an aviation insurance
“In the event an aircraft described specialist for a global insurance brokerage
on the Coverage Summary Page is company. He has professionally flown
laid-up and out of service for any King Air 90s and B200s and holds an ATP
reason other than loss or damage and multi-engine instrument instructor
covered by ‘Your Aircraft Physical license. You can reach Kyle at kpwhite816@
Damage Coverage,’ and you have gmail.com
14 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 15
ASK THE EXPERT
in a C90, there is a nasty “gotcha” Gravity Flow
Tips for Using the
waiting for you on that fuel panel.
Since liquid “seeks its own level”
You are used to using a switch – not
the nacelle level must drop before
a two-position toggle, but rather a
any wing fuel flows into the nacelle.
two-position switch spring-loaded
When one looks at the location of
to the upper position – that reads
C90 Fuel System
the two fuel filler caps – one about
the main tank quantity in its
half-way out on the outboard wing
normal, “Up” position and reads
and the other atop the nacelle – it
aux tank quantity when held down
seems that the nacelle level is only
against the spring force that holds it
marginally above the top of the
up. There is no “total” reading. Of
wing fuel. In regard to height, that
course, most of the time the auxes
by Tom Clements is correct. But in regard to volume,
are empty, so the main reading is
it’s not even close. Realize that the
the total reading.
nacelle tank becomes quite narrow
There is a possibility that a fuel near its bottom. Why? To allow
exhaustion accident that put a C90 room for the main wheel and tire
into the Caribbean was caused by to retract. Most of the nacelle tank’s
the pilot’s misunderstanding of the volume is in the upper half. Before
gauges. It would be easy to think gravity flow moves fuel from the
that the 800 pounds showing with wings into the nacelle, the nacelle
the switch in the “Up” position was tank must decrease to about 150
main quantity and the 400 pounds pounds, or 3/8 full.
showing with the switch in the
Think again of the 200- or
“Down” position was aux. Hmmm
350-experienced pilot filling in
… 800 plus 400 is 1,200. Yeah, I
on a C90. In the bigger models,
have close to full fuel on board,
fuel transfer from aux to main is
good to go. But no! The 800 pounds
automated, usually requiring no
being read was the total on that side.
pilot action at all. If this pilot forgets
Instead of 2,400 pounds the plane
that the C90 is different, he or she
Photo credit: Banyan Air Service departed with 1,600 pounds … not
may take off without turning the
quite enough to complete the long
transfer pump switches on. When
T
overwater leg.
will the mistake manifest itself?
he fuel system on the new C90GTx models that of four gauges. There were marks on the face of the Please read the labels on the Probably not for a long, long time.
are being delivered in the year 2020 is nearly gauge showing Empty and Full as well as quarter, half selector switch carefully and
identical to the fuel system that first appeared and three-quarter quantity; no numbers for gallons nor First, the no fuel transfer ann
remember that in the C90 system
on the King Air A90 when it made its appearance in pounds were presented. The gauges received information unciator(s) receive no power with
the nacelle reading is already
1966 … a “mere” 54 years ago. The A90’s predecessor from float-type sensors in the tanks. As is true for most the transfer pump switch(es) off, so
included in the total reading.
– the Straight 90, the first King Air model of all – had a float-style gauges, their accuracy and reliability were no warning light will advise of the
similar but different system, one that had two electric rather horrid. Starting with LJ-529, the gauging system Why do we even have a reading error. Looking at the total or nacelle
boost pumps per side instead of one. Yes, from the A90 was changed to one that used capacitance probes instead for nacelle quantity? So long as quantity on the gauge will show no
to the C90GTx there are some significant differences of floats. (Note: LJ-502, the very first C90, was the we know the total per side, that’s problems for at least 30 minutes.
– many of which will be presented in this article – but prototype test airplane for this system so it, too, has the enough, right? Never let the total In fact, if the pilot is not quite
overall, the system remains the same. Whether you fly newer style system.) The two separate gauges per side reach zero and we will never run familiar with normal readings
an A90, B90, C90, C90-1, C90A, C90SE, C90B, C90GT, were replaced with a single gauge per side that reads out of fuel, right? on the gauge, he/she could go for
C90GTi or C90GTx (did I forget any?), this article is in pounds of fuel. The scale went up to 1,400 pounds. Wrong! Realize that every bit over two hours without noticing
for you. Other King Air models? Feel free to read these Since one side’s full fuel would be 1,286 pounds – using of fuel the engine ever consumes anything amiss. So, what would/
pages, but they will not be directly addressing the fuel the common conversion factor of 6.7 pounds per gallon comes from a nacelle tank. If that should be noticed? This: That the
system of other models. of Jet A fuel – there should never be a situation in which tank reaches zero, we are either nacelle tank level is not staying
1,400 would be insufficient to display the side’s total going to lose engine power or we between 300 and 400 pounds.
I will begin by reviewing the tanks, all of which are
rubberized bladders. For most of these models the POM quantity, even when the fuel is very cold and hence must use crossfeed to supply the Without the transfer pump
or POH lists the nacelle tank quantity as 61 gallons very dense. A two-position toggle switch lies between fuel from the other nacelle tank. keeping the nacelle relatively
and the wing tank quantity as 131 gallons. That yields the two gauges. Its top position is labeled “Total” and Since wing tank fuel is useless until full, its quantity will drop to the
192 usable fuel gallons per side or 384 gallons total. its bottom position is labeled “Nacelle.” it gets transferred into the nacelle 150 -pound figure mentioned
All A90s and B90s, and C90s up until LJ-529, had I want to divert for a moment to insert a critical tank, how is that accomplished? previously. A rule-of-thumb is that a
individual gauges that displayed left and right nacelle warning. For you pilots who perhaps fly a 200 or 350 Two ways: (1) The electric transfer PT6A-20 or -21-powered 90 will use
quantity and left and right wing tank quantity – a total on a regular basis and only do occasional fill-in duty pump; (2) Gravity flow. about 600 pounds the first hour,
16 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 17total – 300 pounds per side (closer to 700 pounds for quantity also. That step should be done at least every you tell the difference – the difference (PCB) that activates a 30-second a large cabin load – it is expected
the -135As of the GTs). Thus, within the first hour it half-hour. I tend to combine it with a deliberate check of a couple of gallons? Of course not! timer. Anytime within the next and normal to have the left and
should be obvious that something is wrong since the of the loadmeters and voltmeter. But here’s what’s important: Every 30 seconds, if the pressure rises right “No Transfer” annunciators
nacelle will have decreased to about 150 pounds. “Gee, time you check the nacelle fuel level above 2.5 psi the system resets and illuminate when the total fuel
the nacelle is going to be empty in less than another it should be between about 300 and returns to normal. This allows for quantity gets down to just nacelle
hour if it keeps decreasing at the rate I’ve observed!” Transfer Pumps 400 pounds. If ever it drops below the momentary lack of pressure due fuel. With the main tanks empty
No, it won’t. Remember that the 150-pound figure These impeller-type pumps (one per side) are located 300, be aware that something is to sloshing fuel when the tank is and the low-level switch activated,
represents the point at which gravity flow will begin. at the low spot of the center section tank … the lowest probably wrong … either the gauge approaching empty but is not yet the pumping of air obviously takes
As the nacelle level decreases further, the wing fuel spot in the wing tank complex of bladders. In normal is in error or the transfer pump is totally there. place. It is fun to see how much time
will seek its own level and start to be used. You might operation the pump cycles on and off so as to keep the not working. (As discussed, the When the output pressure drops passes between when the first side’s
say that we are now drawing fuel out of a very large nacelle tank within about 10 gallons full. Since full inoperative transfer pump may be below 2.5 psi and stays low for the full and second side’s light appear. How
tank since all five bladders contain fuel at the same nacelle fuel is 61 gallons or 409 pounds, when it drops because we forgot to turn it on!) 30 seconds, then the printed circuit close was the consumption rate of
level. What’s wrong with this? to about 51 gallons or 342 pounds the pump should Similarly, there is a problem if the board does two things. First, it turns the two engines? How even was the
Actually, not much. Rarely do we land with less than automatically activate to refill the tank. The pump has nacelle is always reading 400 pounds off the pump to prevent possible left and right fuel quantity when the
300 pounds of fuel remaining per side and usually it is a 550 pounds per hour (pph) flow rate so even with … the transfer pump seems to be damage caused by the pump spinning fueler finished doing his task?
quite a bit more. But here is the important fact to know: the engine at a high power setting the pump will be running continuously. too fast and creating excessive heat. When the first “No Transfer”
When the nacelle tank goes empty, reading zero, the able to supply more fuel into the nacelle tank than the The C90A and after models Second, it activates the “No Transfer” light appears – as was expected; no
total quantity should still be reading about 200 pounds. engine is taking out. There are actually two high-level use three-position transfer pump annunciator. In my opinion, this light surprise – the proper action is to
This 200 pounds – actually, 28 gallons or 188 pounds – shutoff switches in the nacelle. If we had only one and it switches – override, auto and off. does not warrant the warning, red turn off the transfer pump switch.
is sitting too low in the center section wing tank to flow failed, the pump would run continuously, decreasing its The previous models had only two status, yet in all models up to the This does two good things: First,
by gravity feed to the nacelle. The legal and comfortable expected lifetime. (There are vent lines at the top of the positions – on and off. The “On” C90B it is indeed a warning light. it assures that the pump is indeed
fuel reserve for which you planned has been significantly nacelle that allow extra fuel to return to the wing tanks position is exactly like the “Auto” In the C90B and later models it was no longer running and perhaps
compromised, hasn’t it? so no pressurizing of the tanks nor venting overboard of position … that the pump cycles changed to a caution, yellow light. shortening its life. Second, it kills the
fuel would occur.) One high-level switch should activate on and off as required to keep the Good move, Beech! annunciator. No need for that light
What is the takeaway here? In addition to not making
a tad below 60 gallons and the other a tad above. nacelle within about 10 gallons of As all of you have probably to stay on, burning out the bulbs
the mistake of forgetting to activate the transfer pumps,
I am trying to emphasize the importance of regularly Let’s be realistic. With the typically not-too-stellar full. The “Override” position keeps experienced near the end of a long and making the passengers nervous.
checking not just the total fuel quantity but the nacelle accuracy of even the capacitance type fuel gauges, can the pump running 100% of the time, flight – or even a short one if you have (Remember what I wrote earlier?
keeping the nacelle 100% full and
returning the excess back where
it came from via the vent lines.
Short - N- Numbers.com
(More about the usefulness of this
ONE STOP, for all your King Air needs. is to come.)
If we did indeed turn the transfer
Yingling, the premier full service MRO/FBO in Interiors pump switches to “On” or “Auto”
the Southern Plains. Everything you need in one Exterior Paint after starting as we should, then here
stop to make your King Air beautiful, current on is how the system should operate. We specialize in US aircraft registration numbers
technology, and wheels-up ready when you are. Unless one of the high-level switches with 3-digits or less
in the nacelle is activated, then the
pump will begin immediately. It Examples: 1K, 3C, 22W, 50G, 8MG, 3CC, 1VM, 4GS, 400, 510
Comprehensive support for all does not wait for the low-level switch
areas of your King Air to be hit; it starts now unless it is Over 1,800 N-numbers to choose from
Paint and interior: Total and Avionics broken or the nacelle is full. Once
Partial Refurbishment.
the nacelle is full – one of the two
Avionics: G1000 upgrades, Wi-Fi, Winglets high-level switches activated – then
Text, and Cabin Entertainment
the pump stops until triggered by
Service Department: Phase
Inspections, Component Overhaul, the low-level switch.
Mods and Upgrades from Advent, In the line connecting the
Blackhawk, BLR, and Raisbeck.
transfer pump to the nacelle tank
Prop Shop: Overhauls, Exchanges, Prop Sales is a pressure switch. The switch’s
Repairs, STC Conversions Service & Service
(Airframe and Engines) setting is at about 2.5 psi, not that
it matters very much. The pump
Contact us for Equally Comprehensive support for Citations typically puts out about 25 psi of
pressure. When the pump begins
pumping air instead of fuel – as the
316.943.3246 or toll free: 800.835.0083 [ FBO OPEN 24/7 ] wing tank complex of bladders is
ht t p : / / w w w. y i n gl i n ga v i a ti o n . c o m finally empty – the pressure drops
LOCATED AT THE DWIGHT D. EISENHOWER NATIONAL AIRPORT2010 AIRPORT ROAD, WICHITA, KS 67209
below 2.5 psi. A signal is sent to
an electrical printed circuit board
18 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 19If we never turn on the transfer we will know that the nacelle tanks are totally full so what has been previously written in this article, the same
pump switch the annunciator all the lineperson must do is top off the wing fillers. outcome could be achieved by cycling the transfer pump
cannot operate, cannot give us a There’ll be no need to drag the hose on the nacelle’s switch to “Off” and then back to “On.”) Second, the
reminder of our mistake.) nice new paint job. transfer test switch changes the operation of the “No
Another thing to do when that Almost the same thing can be accomplished in the Transfer” light. The 30-second delay and the 30-second
first “No Transfer” light illuminates earlier models that have just the “On” and “Off” transfer shutting off the pump are eliminated entirely. Instead
is to start a timer. If you are shut pump switch positions. Here’s how: Leave the switches – and quite simply – the “No Transfer” light will be
down on the ramp within no more in the ON position and tap the transfer test switch out on if the pump’s output pressure is less than 2.5 psi
than one hour from now, you will of its spring-loaded, center position to both the left and it will be off if the pressure is above that 2.5 psi
never run out of fuel. Yes, “never” and right sides. I will talk more about this test switch switch’s setting.
is a powerful word and if the nacelle in the remaining paragraphs, but for now what this Based on this insight into what the switch
bladder sprang a big leak now, I action does is to start the transfer pump immediately, accomplishes, there are three different scenarios that
reckon we could still run out of without waiting for the low-level switch to be activated. may be encountered when the switch is tapped to the
fuel. As we have presented, the Once activated, the pump won’t stop until the high-level side of interest. (1) Nothing noticeable takes place; no
nacelle should contain at least 51 switch is hit. Since there is no way to accurately know illumination of the “No Transfer” annunciator. (2) The
gallons of fuel when the transfer if the nacelle tank is totally full or just relatively close “No Transfer” annunciator blinks on for a moment then
pump started pumping air due to the to being full, tap that switch again a couple or three goes back off. (3) The “No Transfer” annunciator comes
wing tanks being empty. Even the times during the approach and landing before you stop on and remains on with steady illumination.
powerful -135A engines won’t burn on the ramp. By doing so you can guarantee the nacelle
that much fuel in an hour, especially tank will be darn close to full. The explanation for scenario No. 1 is that the pump
since some of this time will be at was already in the process of filling the nacelle tank. The
Now about that transfer test switch … light never came on because the pressure was already
the lower powers associated with
the descent, approach, and landing Somewhat like the “No Transfer” annunciator, the above 2.5 psi. Situation No. 2 indicates that the pump
phases of the flight. transfer pump switch must be “On” for this switch to was still in a “waiting” state, waiting for the low-level
have any function. What exactly does it do? Two things. switch to tell it to start resupplying the nacelle. Without
What about the times when First – as was taught in a previous paragraph – it starts the pump running, there was less than 2.5 psi at the
we have more total than nacelle the pump running immediately, without waiting for the sensor switch so the annunciator came on. Immediately
C90 Fuel Panel
fuel so we are not expecting the low-level switch to be activated. (If you read carefully however, the pump began operation, output pressure rose
“No Transfer” annunciator yet it
illuminates? This indicates failure of
that side’s transfer pump. Expect the
nacelle level to drop significantly so
that gravity feed begins and keep a
careful eye on nacelle tank quantity.
You need to be shutdown well
before it reads zero, even though
the total will still be reading about
200 pounds when the nacelle goes
empty. (Reading the 28 gallons that
won’t flow uphill.)
To desire an absolutely full fuel
load is somewhat rare unless we
have a max gross takeoff weight
limit at or near 10,500 pounds or we
have a light cabin load. But presume
that we do indeed desire to top the
tanks entirely on our next flight.
There is a neat little trick that saves
the fuelers’ time – and perhaps our
nacelle’s paint – that works when
we start the descent for landing if
the “No Transfer” lights had not
previously illuminated. If you have
a C90A or after, just place the left
and right transfer pump switches
up to “Override.” Doing that will
force the transfer pumps to run
continually until we complete the
shutdown checklist. By doing this,
20 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 21Your Source for King Air Landing Gear above 2.5 psi, and the light extinguished. No. 3 indicates
one of two things – try to figure out the reasons before
I present them …
The first reason is that the pump is inoperative. Its
motor gave up the ghost or perhaps its impeller is jammed
and cannot rotate – time to have maintenance do some
troubleshooting. The second reason is that the wing
tanks are still empty from a previous flight or from some
maintenance that involved draining the wing tanks. How
did you do on this pop quiz?
Here’s another quick quiz. Why is scenario No. 2 – the
blink of the annunciator when the switch is tapped – so
often followed by scenario No. 1 – no light at all – when
you hit the test switch more than once? Answer: The
first tap of the test switch took place when the pump
was waiting to operate because the low-level switch had
not yet been reached. Remember that once the pump
starts operating, it doesn’t stop until the high-level switch
Inspect • Overhaul • Exchange • Install
•
is hit. So, the pump was already running, putting out
• Complete Ship Sets • King Air Aircraft Maintenance
positive discharge pressure, when the subsequent taps
of the switch were made.
A couple of closing thoughts:
The first-flight-of-the-day test of the transfer pumps
is more satisfying and instructive by doing it in this
manner: Take one hand and hold the transfer test switch
601-936-3599 • www.traceaviation.com to one side and use the other hand to now turn that
side’s transfer pump switch to “On” or “Auto.” Unless the
wing tanks are still empty, it should always result in a
blink of the annunciator to verify that the pump is OK.
The second closing comment is to understand the
danger inherent in the use of auto crossfeed. If you
have not already done so, read “The Crossfeed Trap,”
an article in the Clements’ Corner section of the King
Air Academy’s website and view the King Air Academy’s
YouTube video channel about that topic. I strongly
encourage your standard operating practice be to leave
the crossfeed switch in the bottom, closed position. KA
King Air expert Tom Clements has been flying and instructing in King
Airs for over 46 years and is the author of “The King Air Book” and
“The King Air Book II.” He is a Gold Seal CFI and has over 23,000 total
hours with more than 15,000 in King Airs. For information on ordering
his books, contact Tom direct at twcaz@msn.com. Tom is actively
mentoring the instructors at King Air Academy in Phoenix.
If you have a question you’d like Tom to answer, please send it to Editor
Kim Blonigen at editor@blonigen.net.
22 • KING AIR MAGAZINE MAY 2020 APRIL 2020 KING AIR MAGAZINE • 23IN HISTORY
Cessna: The Postwar Years –
Part Two
The two-place Model 120/140 were modern,
all-metal designs that established Wichita’s
Cessna Aircraft Company as a leader in
the highly competitive personal, training
and business aviation markets.
by Edward H. Philips
A
fter five years of massive bloodshed, incalculable
destruction and indescribable human suffering, World
War II had ended in victory for the allied nations.
During that terrible time the aircraft had come of age as a
lethal weapon and contributed heavily to bringing the Axis
powers to their knees.
The model 140 prototype reveals the new Cessna’s simplistic design that favored functionality and economy of operation over
performance. The tail stand was installed to facilitate adjusting the magnetic compass. (Textron Aviation)
24 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 25IN HISTORY
Priced at only $3,385, the Model 140 was a lot of airplane for the money.
(Robert J. Pickett Collection, Wichita State University Libraries, Special Collections and University Archives)
Dwane Wallace (left) and his famous uncle Clyde V. Cessna were photographed in the early 1950s shortly
before Mr. Cessna’s death. In 1933 Dwane and his brother Dwight resurrected their uncle’s defunct company in 1945, such possibilities boggled
and set it on a path to success. (Textron Aviation)
the mind and conjured up fanciful
visions of overflowing corporate
In the wake of that hard-won service personnel in winning their coffers awash in cash. There was,
triumph, many officials within civilian wings, Congress enacted however, one serious problem: the and potentially devastating threat: airplane than it was to buy an au- his management team were quick
America’s light aircraft industry legislation, known as the GI bill, to law of supply and demand. When If demand failed to materialize, tomobile! to realize that demand for training
hoped that thousands of bomber, provide financial assistance to men the United States government finally small manufacturers could be By contrast with today’s pro- aircraft would likely skyrocket
fighter and transport pilots would be and women seeking a pilot’s license. began releasing stocks of strategic facing financial ruin. duction levels, it seems almost in- to unimaginable levels. The chief
eager to swap their Boeing B-17, North materials to the nation’s industries, Fortunately, the aviation opti- credible that during the months of challenge facing Cessna, however,
Almost overnight the GI bill
American Mustang and Grumman Wichita’s airframe manufacturers mists of 1945 proved to be correct August and September 1946, air- was to design and build an entry-
would spawn hundreds of new flight
Hellcat for Beechcraft, Cessna, Piper, found themselves pitted against – the light airplane industry had frame manufacturers reported de- level airplane that was more
schools that would, in turn, need
Aeronca and Taylorcraft airplanes (to other companies in a bidding war for more business than it could cope livering more than 4,000 aircraft attractive, modern and appealing
thousands of new airplanes. For
their share of the steel, aluminum per month, not including hundreds than the competition but at an
name only a few). To assist returning America’s general aviation industry with and anticipated a bright fu-
alloy, wood, rubber and chemicals of large, transport category airlin- affordable price. It did not take the
ture. A multitude of flight schools
that were available. ers rolling off assembly lines at the engineering department long to
were operating from coast-to-
Boeing and Douglas factories. Post- come up with an airplane that fit
The result caught small airframe coast, many operated by former
war flying fever in America was so those requirements – the Model 140.
manufacturers unprepared to deal pilots of the United States Army
with suppliers who, well aware Air Forces and the U.S. Navy and pervasive that one aviation leader Designed around the small,
that when wartime contracts Marine Corps. Factories were op- predicted that flying “… is the most reliable and economical Continental
evaporated so would their profits, erating at full capacity and could flexible means of transportation the four-cylinder, opposed engine rated
demanded that huge quantities be not meet demand. It is interesting world has ever seen. You can travel at 85 horsepower, the prototype
ordered or they would get none to note that in 1946 there were by boat only where there is water, by Model 140 was a blend of the old
at all. For example, piston engine more than 30 different types of automobile only where the highway and the new. Although it featured
suppliers wanted each lightplane light aircraft available (including leads, by train only where the tracks an all-metal fuselage but retained
manufacturer to buy hundreds of helicopters) for the private owners are. The air is everywhere.” a fabric-covered wing of semi-
engines, as did companies selling to consider when buying a flying Into this economic boom stepped cantilever construction to save
propellers, tires, wheels, brakes, machine. At least 17 manufactur- the Cessna Aircraft Company. As weight, the wing was built around
fabric and instruments. To buy in ers were competing for sales, and with other aviation executives aluminum main spars and stamped
such large quantities posed a serious it was actually easier to buy an after the war, Dwane Wallace and aluminum ribs that significantly
26 • KING AIR MAGAZINE MAY 2020 MAY 2020 KING AIR MAGAZINE • 27You can also read
