Page 11 - Twin and Turbine December 16

the belly pod, the EX will pick up another 10 knots.
Prior to landing, we conducted some handling checks, finding the big Caravan somewhat ponderous at cruise, which makes it a stable platform. Slowed down to pattern speeds, it lightens up considerably; however, the big pitch trim wheel must be spun when flaps are extended, which soon becomes an automatic reflex after moving the flap lever. A clean-configuration stall warning came on at 75 knots, breaking gently at 70; with full flaps, the warning came on at 65 knots and a little more enthusiastic break occurred at an amazing 55 knots.
The TCAS system warned us of inbound traffic, unseen but well announced. About 400 ft/lbs. slowed us to pattern speed and we came down the slot to the runway at 85 knots, finding the surface a little earlier than we thought, with the wheels far below the cockpit. Turnoff came in about 1,200 feet, with generous reverse thrust. Jon then suggested a short-field circuit, in which case we climbed out at a steep 86-knot Vx, easily achieving pattern altitude by runway end. This time, we approached at 80 knots, plunking the EX right on the numbers.
After sufficient enjoyment, we headed back to Wichita’s Eisenhower airport, where a “short approach” was requested, a good opportunity to see how the Grand Caravan EX fits in with fast traffic. Carrying 150 knots so we could extend approach flaps when desired, we steamed around onto final with 125 knots, the full flaps limit, and bled off speed to make the first exit. No problem.
The powerful Grand Caravan EX is exactly what a lot of long- body Caravan operators have been looking for. It preserves the short-field capability of the other 208’s, but can deal more success- fully with high-an•d-hot conditions. And its friendly manners haven’t changed. T&T
DECEMBER 2016
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