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that normal operation will continue during the takeoff roll.
Inoperative Airspeed Indicator (ASI): Ah, the old “Forgot the pitot tube cover again!” I certainly teach and advocate an early “airspeed alive” check no later than 60 KIAS. It’s easy to abort at that low speed if one side’s indicator is not working.
On the other hand, if the opposite side is functioning normally then it depends on how much airspeed you have when the discrepancy is noted. I know of a case involving a King Air model 300 in California that went through an airport boundary fence, hit a car and badly hurt the driver, all because the pilot’s side ASI was
blocked, yet the co-pilot’s indicator was functioning normally.
Collision with an Animal: As in so many of the situations we are discussing, the airspeed that exists when the abnormality occurs plays a huge factor. If unknown damage from the deer, elk or moose involves a wing or propeller it is probably prudent to abort even near “decision speed.”
Low Power: Heck, a PT6A-20- powered member of the 90-series, on a hot day in the mountains, less than full power is expected and does not fall into the abnormal/emergency category at all! But what about when conditions do not mandate reduced power, yet one engine is noticeably “weak?” An abort is the obvious and correct choice since the airspeed should be quite low when the discrepancy is observed.
This is why I teach – and it’s so very important! – that takeoff power application be a structured process and that takeoff torque be reached early, no later than 60 knots IAS. What is the “structured process?” For the majority of King Airs with the vertical stack of engine instruments, put your attention on the bottom of the stack first. Did a missing dipstick (Damn! I hate it when the phone rings while I’m checking the engine oil!) cause a lot of oil to be blown out? Unless oil temp and pressure are satisfactory, why even begin power application?
Next, bring your attention up to the propeller tachometers. To avoid unnecessary ITT spikes, advance the power levers quite slowly until you observe 1,500 RPM. If one side accelerates at a noticeably slower or faster rate than the other side – a very common occurrence – then split the power levers as necessary to match speeds. In almost all King Airs, once 1,500 RPM is attained, the engine response rate will be much faster and thereby lead to much lower ITT spikes. For newcomers, holding the brakes until you’ve matched power at 1,500 RPM is a great learning technique but will quickly become unnecessary on longer runways. In fact, achieving full power before brake
“As in so many of the situations we are discussing, the airspeed that exists when the abnormality occurs plays a huge factor.”
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24 • KING AIR MAGAZINE
JANUARY 2024