King Air Stuff
These starting questions are relative to the ser. no. of the aircraft.
Old King Air electrical systems didn't have the stuff they have now. The Generator Control Units have been improved, also the newer aircraft have cross-start relays that send 1/2 the juice through an alternate path to the starter, so that the current limiters don't blow.
In the old days, it was start one engine off the battery, generator on, wait till the load was below a certain number (can't recall, I think 50%), then switch gen off. Engage starter on second engine, let it motor until just before introducing fuel, then turn first gen back on, introduce fuel & complete the start.
Reasoning was this: when the starter-generator of the engine is first engaged, getting the engine turning could draw a whole lotta amps...enough to blow the current limiter (big fuse). This wasn't a problem when starting the first engine, i.e., from the batt only, as the batt just couldn't supply this amount of amps. However...if the first engine started gen was on line when the second start was initiated, said gen could and would supply this amp spike, and voila, current limiter burnout.
You checked for said burnout after getting both started & both gens on line by turning off one gen, if the CL was blown, the opposite load would go to zero. You have to look at the schematic to see this.
Anyway...back to the theory...so when you get ready to start the second engine and turn the first gen off, you energize the starter and the initial current surge is again only what the battery can supply....then the draw drops down to a safe level....so at that point you can re-introduce the operating gen into the bus and the amps won't spike. Make sense?
Now in the newer King Airs the aforementioned improvements in GCU's and this Cross-Start Relay thing eliminate the problem. If you have newer aircraft (and I think 1400 ser. no.'s should be what, maybe 7 or eight years old?) then this stuff should be installed; if you follow the Beech checklist you should be OK. Check Chapter 7 in your POH for the info.
Regardless, you will see a lot of the old guys start the engines as I have described, and it doesn't hurt anything....a little extra work, but old habits die hard.
As to the ice vane/engine-anti-ice question, just take a look at the schematics in the POH, or better yet, look at the nacelles when the anti-ice is on (it should be on the ground, at all times, to minimize FOD damage to the engine, therefore after shutdown eyeball it). You will see that the "flap" comes down and the rearward "door" is open to provide a deflection in the intake airflow. This means particles with intertia, like snow, rain, etc., will continue on a straight line and out the "door" while particle with a lot less inertia, i.e., air molecules, will "make the turn" and continue on into the compressor. However of course any such deflection acts to reduce the amount of air coming into the engine, and voila, you lose torque & raise the ITT. That's a good rule to remember with any turbine engine, if you have a torque loss and and ITT rise, you are losing combustion intake air for some reason, which it might be a good idea to identify.
All this from memory, take it with a grain of salt.