Page 17 - Volume 12, Number 7

SHP instead of the B100’s TPE331-6s rated at 715 SHP. The 100-series was the first of the longer-cabin King Airs, having the exact same cabin dimensions – 4 feet longer than the 90-series cabin – as the 200 and 300 models yet to come. (Not the 350. Its cabin is longer still, by 34 inches.)
The Beechcraft Training Center had a policy that their instructors should not instruct in any model that they themselves had not previously flown. Seems to make sense, eh? But then, as is so often the case, the policy gets ignored when certain pressures appear.
Such was the case in late 1972 when I had been at Beech less than a full year. I was qualified and had instructed in the C90 and E90 models but had not yet flown the A100. Those three models – C90, E90, A100 – made up the entire King Air line that year. A company that operated a 100 – the three-blade predecessor of the four-blade A100 – sent their crews to Beech every year for recurrent training in their own airplane – Beech had no simulators back then – and this year one of their co-pilots needed to receive upgrade training so that he could move into a captain’s slot.
The 100-qualified instructors were busy elsewhere so my boss called me into his office and explained why I was assigned to this training slot. The facts that the 100’s systems were almost identical to the C90, the engine was the same -28 as on the E90, the “student” already had lots of right seat time in this airplane ... “Heck, Tom, you’ll feel right at home!”
Many readers will know that the biggest difference between the 90s I had been flying and the 100 is that the 100-series has no elevator trim wheel. Instead of trim tabs on the elevators, the 100s use a movable horizontal stabilizer for trimming, with both main and standby electric motors. The main motor is activated by using dual switches on the outboard grip of both pilot and co-pilot control wheels and the standby system is activated by using dual switches on the pedestal, readily accessible to either pilot. Additionally, the 100 has shorter wings – same dimension as the straight 90 and A90 – and dual main tires that are smaller and carry more pressure than the 90 main tires. Thus, the airplane tends to touch down a bit firmly if power is reduced to idle too quickly with those rock-like tires, you feel it!
The day came for the co-pilot’s upgrade training. It was lovely weather and, unusual for Kansas, there was hardly any wind. We departed Beech field for our normal training location of Hutchinson, 38 miles northwest. “Hutch” had all of the approaches, plenty of runways, a helpful tower, and not too much traffic ... a perfect training airport.
As expected, the pilot did an excellent job. He was a conscientious and talented pilot and his previous right-seat experience was noticeable. We did all of the maneuvers, approaches, landings and emergencies on
JULY 2018
the syllabus. Although all of his landings were absolutely fine, none were “greasers,” nor did we expect any. As we taxied out for our last takeoff from Hutchinson, he suggested that I fly back to Beech Field and offered to switch seats. I thanked him and accepted the offer but said it would be better practice for me to fly from the right seat ... which I did.
The light wind was from the north so “Tower Brown,” the friendly and efficient Beech tower operator, directed us to enter on the crosswind leg for right traffic to Runway 36. On downwind, Brownie cleared us to land. I kept using the trim switches under my right thumb as we turned final and went to full flaps. It was one of those landings where you never really knew when you made ground contact. But eventually you realized that the mains were rolling and it was time to lower the nose and lift the Power levers. My student looked over at me in awe and said, “Man! That was beautiful! How did you do that?!”
“Oh, you’ll get it with a little more practice,” I replied. If he happens to be reading this, he’ll finally know that this was a total case of beginner’s luck since it was my very first landing in a 100. I don’t believe that I have ever made a smoother one!
Now for the A100 story. This time I am doing recurrent training for a Kentucky-based company. Their director
KING AIR MAGAZINE • 15