Page 22 - March 2022

section, as you have now read, was the “standard” Beech design with the longer tip and the balanced ailerons.
During the flight test program, it was discovered that the roll control was a tad weak; the longer wing was a little too much for the ailerons to properly control. The designers came up with a clever and effective solution: a portion of the wingtip extension’s trailing edge was cut away and a new, longer aileron was installed. Although all previous ailerons had two hinge points, a third hinge point was added on this new aileron with its longer span.
Well, the test pilots discovered a “good news, bad news” situation. The good news was that the airplane now had excellent aileron authority. The bad news was that the aileron lost much of its natural centering tendency. When the pilot took his hands off the control wheel with the ailerons well-deflected, the wheel did not automatically center as
much as they desired. Back to the drafting boards the engineers went.
Being the first instructor at the factory on the 200 model, I was privileged to get to know a few people on the design team including the chief project engineer, Leroy Clay. Leroy walked me around BB-1 as it neared the end of the experimental flight test role, to show the changes that were made and which I may want to explain to our students. That’s when I first saw and heard about the lump.
Mr. Clay used the comparison of the lump being like the feathers on the tail end of an arrow, always helping to streamline the projectile and keep the pointy end forward. With the lump, the ailerons exhibited the proper amount of centering tendency. Here’s a chuckle for you: Leroy went on to say that adding the lump to the trailing edge of the existing aileron was a “temporary fix” but that a totally new aileron would be
designed and available soon. Well, let’s see ... 1972 to 2022 – 50 years and we’re still waiting for that new aileron. The latest models, the 260s and 360s coming off the Wichita production line still have the lumps. But, wow, do they handle nicely!
Now let’s talk about the rudder on the T-tailed King Airs. I have never experienced this phenomenon personally in all of the model 200 flying and instructing that I have done. But the T-tail’s rudder is susceptible to “rudder lock.” When Beech was conducting the severe yaw tests required for FAA certification, they found that a certain configuration of power, rudder displacement and horribly uncoordinated flight would result in the rudder remaining fully deflected after the rudder pedals were released. All it took was a minor push on the “back” pedal to return to normal, so this was never viewed as being unsafe, but merely a slight handling anomaly. It also played a minor role in autopilot/yaw damper certification.
When the model 300 was being developed, and with the rudder lock phenomenon well known, Beech decided to “fix” it. How? By adding another centering lump, this time on the trailing edge of a portion of the rudder. This was/is also supplied on all B300s, known as the 350- and 360-series.
Now when you get the rare question about the lumps on the ailerons and rudder, you will have the correct answer to give. I know that you will continue to enjoy the fine handling qualities of these lumpy King Airs! KA
King Air expert Tom Clements has been flying and instructing in King Airs for over 46 years and is the author of “The King Air Book” and “The King Air Book II.” He is a Gold Seal CFI and has over 23,000 total hours with more than 15,000 in King Airs. For information on ordering his books, contact Tom direct at twcaz@msn.com. Tom is actively mentoring the instructors at King Air Academy in Phoenix.
If you have a question you’d like Tom to answer, please send it to Editor Kim Blonigen at editor@blonigen.net.
20 • KING AIR MAGAZINE
MARCH 2022