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the outboard area. Inboard: Less rolling moment arm; Outboard: More rolling moment arm.
Compared to the King Air 90-and 100-series, the 50- inch wider wing center section of the 200- and 300-series means that flap asymmetry will contribute more roll force than before. Therefore, these later models incorporate a Split Flap Protection system. As we have discussed, a drive shaft failure that renders both inboard or both outboard segments inoperative simultaneously leads to no roll tendency. It is only when one segment stops and the other three continue working that asymmetry occurs.
The Split Flap Protection system works in this manner: The Flap Control electrical circuit – the same circuit that
The Split Flap Protection switch and its connec- tions to both inboard and outboard flap segments.
includes the switches that the flap handle actuates and the limit switches – includes two additional switches.
They are connected to the leading edges of the flaps, one on each side, between the inboard and outboard flap segments. (If the flaps are inspected while they are down, the switches are rather easily located and seen.)
As long as the two – inboard and outboard – flap’s leading edges remain closely side-by-side, as they should, then that side’s split flap switch remains closed. But if one segment fails to move while its neighbor moves correctly, the leading edges are no longer side-byside and the switch opens. As soon as this occurs, the absence of control circuit power causes the Dynamic Brake Relay to
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20 • KING AIR MAGAZINE
MAY 2023