Page 14 - Volume 12 Number 6

Photo F: Extreme gouging on the brake caliper housings, created by the stationary disc lugs once it broke into pieces.
and taxes. In contrast, a Cleveland conversion kit, with new wheels and everything else, was just about one-third of that amount. It was a no-brainer; he opted for the Cleveland conversion.
Not too long ago I wrote an article for this magazine comparing the OEM and the STC brake systems. In the October 2017 issue, you can read about the BFGoodrich internal disc system versus the Cleveland external disc system. However, I was unable to fit my concerns about the parking brake in that article, so I’m seizing that opportunity here.
High Idle Taxi Equals High Expenses
I strongly suspect the temp pilot of that B200 was taxiing out at high idle. Why? Because high idle generates enough momentum to get a King Air rolling, even if the parking brake handle isn’t pushed all the way in, or if the brake somehow failed to release all the way.
At low idle, if the parking brake is partially engaged, you can’t get rolling. If you do, it will feel labored, and it won’t feel right. In fact, this is the perfect test to see if your parking brake has failed to fully release – see if you can roll in low idle.
While on the subject, let me point out the many reasons you shouldn’t taxi at high idle. The aircraft is simply going too fast for safe handling on the ground. To compensate, you are forced to ride the brakes and/or go into Beta or reverse to maintain control. Using Beta or reverse is hard on the props and throws ramp debris out in front of the aircraft. Such debris spells damage to your prop blades and potential FOD for your engines.
Accelerated brake wear, unnecessary stress on the prop system, chewing up blades and potential FOD – what is the upside to taxiing in high idle?
Some guys choose to do this, so they can run the air conditioning (A/C) and keep both engines at the same rpm. On 200, 300 and 350 models, with the A/C assembly mounted on the R/H engine, the compressor won’t kick
Photo G: Gouging on the wheel halves.
Then when the pilot tried to apply the brakes during taxi, the fluid went right through and he got no response.
Replace or Convert?
At first the owner was adamant about sticking with OEM equipment on his King Air. However, after pricing everything out, I concluded it would cost at least $100,000 to buy the BFGoodrich parts outright (i.e., no core credits) plus labor, freight, consumables
12 • KING AIR MAGAZINE
JUNE 2018