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that were never snugged up sufficiently before the takeoff roll began. Due to the fact that (1) both power levers sit slightly to the left of the cockpit centerline, and (2) that the end of the appropriate power lever cable connects to the right side of each engine, there is a significantly longer cable length on the right versus the left. This extra length adds more friction. Thus, the spring that is trying to pull the engine’s FCU to idle has more of an effect on the left side than the right.
If the moving power levers are visually caught by the pilot and he moves his hand away from the landing gear handle and back to the levers, pushing them up correctly, no accident takes place and a good lesson is learned. On the other hand, if the spring back of the levers goes unnoticed, tragedy may result. In the pilot’s mind, the “Power” step of the engine failure procedure has already been done. Furthermore, just as he or she has experienced in the sim, autofeather kicks in to quickly remove the drag of the windmilling propeller. Thus, there’s little for the pilot to do other than hold the proper pitch attitude, step on the heading, and watch the houses get smaller.
Here’s the kicker, friends: That power lever migration not only turned the autofeather system off – since the arming switches in the pedestal are no longer being
activated – but it likely also reduced power on both sides, but with more of a loss on the left due to less friction resisting the spring’s pull. Now, just holding the proper pitch attitude and stepping on the heading may well not be enough to prevent a crash. The total reduction in power may leave the airplane in a state such that maintaining airspeed and climbing is impossible while experiencing the windmilling propeller’s drag.
If you don’t have “Friction Knobs – Tightened” on your Before Takeoff or Runway Lineup checklist or flow pattern, you surely should! Not doing so can lead to a tragedy that should never have happened. Be alert, folks! KA
King Air expert Tom Clements has been flying and instructing in King Airs for over 44 years, and is the author of “The King Air Book.” 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 book, go to www.flightreview.net. 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 kblonigen@cox.net.
MAY 2017
KING AIR MAGAZINE • 19