Page 20 - Volume 11 Number 5

Now one would normally think that “inability to control” would be experienced as a yaw that cannot be corrected by rudder input. Of course, that’s correct. But also, it could happen in the pitch direction: Perhaps something jammed the elevators and liftoff/rotation attitude could not be achieved. Control lock overlooked and still installed? A rigging pin left in the tail cone accidently?
The control wheel lock that prevents elevator and aileron movement in the earlier models was designed such that the control wheel was level with the lock pin installed. After some reports of accidents caused by the control lock still being installed at takeoff – in all sorts of airplanes – Beech decided to put the hole in the control wheel shaft in a different position, one that would require noticeable left-wing-low (CCW) displacement of the wheel when the lock was inserted. That change made it much less likely to make the horrid mistake of overlooking the removal of the lock.
When a true loss of engine power is experienced after the decision speed has been reached and thus the decision is made to continue, now’s the time that immediate and forceful input on the wheel and the pedals is mandatory. Obviously, the control requiring the most abnormal input is the rudder. Let me finish by leaving you with this thought, similar to what I wrote on the BeechTalk thread. It is likely that 100 percent of us were taught and have used the memory aid, “Step on the ball.” Sure, if we are yawing horribly to the left with the wings level (or close to level) the ball will be skewed well to the right and we should apply right rudder to achieve a reasonable state of coordination. My experience has taught me, however, that there is a better, more useful, more instinctive memory aid to make the airplane fly correctly when dealing with a power loss soon after decision speed: Step on the Heading. I always set the HSI’s heading marker on the runway heading. If the bug moves right of the lubber line, it tells me that I have allowed the airplane to turn left; I do not have sufficient right rudder force applied. By stepping on the heading “bug” with enough force – applying a strong dose of right rudder – I can make the nose swing back where it should have been. I will now know that the dead foot is the left one and that I have lost power on the left side. Practice this in the airplane or during your next simulator training session: Stepping on the Heading. I think you will likely agree that it is a more intuitive reaction to make than suddenly emphasizing the ball’s position in your instrument scan.
Final reminder: What is the leading cause of loss of engine power in a King Air soon after liftoff? Power Lever Migration. What is this Power Lever Migration? It is the action of one or both power levers moving aft without pilot input. The cause? Friction knobs that are too loose,
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18 • KING AIR MAGAZINE
MAY 2017