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22 Oct 2025, 06:42 [ UTC - 5; DST ]


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 Post subject: Re: A tale of two workhorses Citation V vs King Air 350
PostPosted: 07 Aug 2025, 17:02 
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Company: Jet Acquisitions
Location: Franklin, TN 615-739-9091 chip@jetacq.com
Username Protected wrote:
Say what you want about King Airs...

The "look over there at something worse" defense is lame.

This problem is a relatively simple mechanical fix. Reduce the spring at the engine, or add a balance spring at the throttle, or add minimum friction the pilot can't remove. Any of those changes would solve this problem. It isn't hard.

One gets the sense Textron doesn't want to solve the problem for legal reasons since it would be evidence the design is faulty. This short term thinking is long term killing people.

Mike C.

I wasn’t defending the King Air, just pointing out how ironic it is that you rabidly defended the MU2 and said it was always the pilot’s fault.
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 Post subject: Re: A tale of two workhorses Citation V vs King Air 350
PostPosted: 07 Aug 2025, 20:24 
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Location: Oklahoma City KHSD
Aircraft: M35, 7ECA, B350
Username Protected wrote:

This problem is a relatively simple mechanical fix. Reduce the spring at the engine, or add a balance spring at the throttle, or add minimum friction the pilot can't remove. Any of those changes would solve this problem. It isn't hard.

One gets the sense Textron doesn't want to solve the problem for legal reasons since it would be evidence the design is faulty. This short term thinking is long term killing people.

Mike C.


^^^^^
This, I 100% agree with, it's not a hard fix, but Textron has to want to do it.... I don't know what Textron's reason for not fixing it is, but your "sense" on the subject could be correct.

Until then, check and double check friction, and use the damn checklist so you DON'T forget it...


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 Post subject: Re: A tale of two workhorses Citation V vs King Air 350
PostPosted: 07 Aug 2025, 21:31 
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Joined: 05/23/13
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Company: Jet Acquisitions
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Username Protected wrote:

This problem is a relatively simple mechanical fix. Reduce the spring at the engine, or add a balance spring at the throttle, or add minimum friction the pilot can't remove. Any of those changes would solve this problem. It isn't hard.

One gets the sense Textron doesn't want to solve the problem for legal reasons since it would be evidence the design is faulty. This short term thinking is long term killing people.

Mike C.


^^^^^
This, I 100% agree with, it's not a hard fix, but Textron has to want to do it.... I don't know what Textron's reason for not fixing it is, but your "sense" on the subject could be correct.

Until then, check and double check friction, and use the damn checklist so you DON'T forget it...


I agree as well, and agree with everything Chris said.

It seems Chris and I are a little more hesitant to point the finger you are pointing at Textron... but hey, you do you! :peace:
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 Post subject: Re: A tale of two workhorses Citation V vs King Air 350
PostPosted: 07 Aug 2025, 21:41 
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Joined: 08/07/08
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Location: Fort Worth, TX (KFTW)
Aircraft: B200, ex 58P
Not all King Airs suffer from PLM. Mine and one other are the only two I've flown and in nether of them will the power lever will move, in any phase of flight, with the friction locks completely released.

Still, I habitually tighten them twice: Pre start flow, and before taking the active.

Since I'm not accustomed to planes that suffer this malady, I suppose I'm the prototype of the pilot that this could a fatal PLM if I ever get in a KA that does have this tendency.

Anybody have any idea how many KAs do have the tendency for the PL to migrate?


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 Post subject: Re: A tale of two workhorses Citation V vs King Air 350
PostPosted: 08 Aug 2025, 07:59 
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Joined: 08/10/09
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Location: Oklahoma City KHSD
Aircraft: M35, 7ECA, B350
Username Protected wrote:
Not all King Airs suffer from PLM. Mine and one other are the only two I've flown and in nether of them will the power lever will move, in any phase of flight, with the friction locks completely released.

Still, I habitually tighten them twice: Pre start flow, and before taking the active.

Since I'm not accustomed to planes that suffer this malady, I suppose I'm the prototype of the pilot that this could a fatal PLM if I ever get in a KA that does have this tendency.

Anybody have any idea how many KAs do have the tendency for the PL to migrate?


I would love to say one model is better than the other, but in my experience, that is not the case, it's more like some individual airplanes are more likely than the others. A 200 I used to fly, which was an early B200, they wouldn't move, other 200's would. The 350 I currently fly, they absolutely will. A C90B I flew recently would move as well. I just use the "assume they all will migrate" method.


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 Post subject: Re: A tale of two workhorses Citation V vs King Air 350
PostPosted: 08 Aug 2025, 08:19 
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Joined: 05/23/13
Posts: 8488
Post Likes: +11031
Company: Jet Acquisitions
Location: Franklin, TN 615-739-9091 chip@jetacq.com
Username Protected wrote:
Not all King Airs suffer from PLM. Mine and one other are the only two I've flown and in nether of them will the power lever will move, in any phase of flight, with the friction locks completely released.

Still, I habitually tighten them twice: Pre start flow, and before taking the active.

Since I'm not accustomed to planes that suffer this malady, I suppose I'm the prototype of the pilot that this could a fatal PLM if I ever get in a KA that does have this tendency.

Anybody have any idea how many KAs do have the tendency for the PL to migrate?


I’ve static tested dozens of them, I didn’t keep score, but I would guess maybe half.

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