Page 15 - Volume 11 Number 5

If you search, you can also find a BeechTalk thread concerning “The Maddening Story of 200 Takeoff Data.” That is a lengthy and educational article I wrote specifically discussing the testing and certification of the 200’s takeoff data. One of the surprising events that I talk about there is the fact that in a high-speed abort, the airplane tends to rotate to a positive angle- of-attack and become airborne! This is due to the fact that the engine and propeller were raised four inches as compared to the 90- and 100-series, to accommodate the larger diameter prop. But this extra height puts the thrust line enough above the wing that positive thrust produces a strong nose-down rotation tendency whereas negative thrust (drag) tends to rotate the airplane nose- up. We Beech instructors were taught that an abort should be a combination of right hand back and left hand forward, to keep the plane firmly on the ground. (This is not as needed in the 90- and 100-series, but it is still a good habit pattern to ingrain. The 200- and 300-series, including the B300 or 350, exhibit this self- rotation tendency noticeably.)
In answer to question two, then, there is absolutely no reason – other than some brake malfunction – to experience a blown tire when aborting at 60 knots! A 200- and 300-series King Air has enough ground effect or “wing cushion” that a lot of weight does not get transmitted onto the tires until
rather slow. That’s why I want to
only start with the brakes at 60 and
not get aggressive on them until 40
and below. Badly scuffing or blowing
a tire – and it is virtually always
an outboard, never an inboard – is
unfortunately quite common with
pilots new to King Airs, especially
if they come from a background of
jet operation with anti-skid braking
systems and limited, if any, reverse
thrust capability. Even normal
landings on reasonably long runways
have had their share of tire problems
with low-time King Air pilots. I make
an effort to always tell newcomers
to keep their heels on the floor and
only use the bottom of the rudder
pedals until approaching taxi speed.
Then they can slide their feet up and
apply brakes.
Let me add an important com- ment: During a “for-real,” high-speed abort on a runway of sufficient, but not excessive, length, blowing a tire while braking is not going to cause me to give any pilot a black mark! Look, the brakes are sensitive, the
MAY 2017
airplane tends to be light on the tires until slow, and maybe the braking on the other three main tires was what helped in stopping the airplane before it hit the overrun. In the overall scheme of operating costs, a new tire now and then makes hardly a ripple!
Aborting at 60 knots on an 8,000-foot runway? There’s not even a remote chance of tire failure when done correctly. As one responder to this BeechTalk thread wrote, “just coming to Ground Fine alone would probably have led to more taxi thrust being required later to make the turnoff!”
Now let’s look at question one: Was the abort justified? Realize that the only reason given for the abort was the illumination of the “HYD FLUID LOW” caution light, that also triggered the Master Caution, yellow flashers on the glareshield in front of each pilot. In my opinion, yes, it certainly was justified and was the correct thing to do. Not everyone will agree, so let me present my reasons for believing as I do.
First, do you realize that the only aborted takeoff procedure in the King Air POHs follows an engine failure?! No other reason is given! Brake lock-up? Runaway rudder boost? Pitch trim runaway? Hitting a deer? Having another airplane on the runway in front of you? No! None of those possibilities is addressed
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KING AIR MAGAZINE • 13