Page 22 - Volume 13 Number 11

Therefore, when this same FOD worry started affecting B200s of 1993 and after design – as well as earlier 200s and B200s that were now being retrofitted with four-blade props – the solution was easy ... copy the 300 technique and use ice vanes all the time while on the ground. Oops! What about that +15°C limit that applies to the 200-series but not the 300-series?
operations to minimize ingestion of ground debris. Turn engine anti-ice off, when required, to maintain oil temperature within limits.”
If you, unlike I, do indeed find that you must turn engine anti-ice off because of hot oil, then avoid using beta and reverse even if it means riding the brakes at times.
and reverse remains in use to too low of an airspeed. Hence, when doing the runway lineup procedure on warmer days, it is time to retract the vanes. Not only is better oil cooling assured but more takeoff power can now be achieved with less chance of being ITT-limited.
Now let’s examine the 300-series “Icing Limitations” found in Section 2 of its POH. This one is nearly identical to the 200, except for substituting “Engine Anti-Ice” for “Ice Vanes”: “ENGINE ANTI-ICE, LEFT and RIGHT, shall be ON for operations in ambient temperatures of +5°C or below when flight free of visible moisture cannot be assured.” The next statement is: “ENGINE ANTI-ICE, LEFT and RIGHT, shall be OFF for all takeoff and flight operations in ambient temperatures of above +10°C.”
Under the title of “Icing Limitations” found in Section 2 of the B200’s POH it states: “ICE VANES, LEFT and RIGHT, shall be extended for operations in ambient temperatures of +5°C or below when flight free of visible moisture cannot be assured.” The next statement is: “ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight operations in ambient temperatures of above +15°C.”
For a few years, the limitation
was basically ignored. Personal
observation has convinced me that it
is extremely rare for oil temperature
to hit the maximum redline even in
Phoenix, Arizona, in the summer
months with a lengthy ground
delay. Whew, I am happy for that!
Then Beech got around to revising
the POH and removing the +15°C
limit. Now there is a “Note” in the
“Before Engine Starting” section
of the normal checklist that reads
as follows: “The engine ice vanes
should be extended for all ground takeoff unless the takeoff is aborted second limitation? The ambient
It is obvious that FOD due to ground debris is not a problem in flight. It is also not a problem during
Do you notice what is different between the 300 and 200 in the
temperature got dropped by 5°: +10°C for the 300 and +15°C for the 200. Why the difference?
Since the pitot cowl of the 300 negates any oil cooling worry, the reason has nothing to do with the oil cooler’s effectiveness. Rather, it comes from wanting to ensure proper takeoff performance. When there is no need for ice protection, why subject the engine to the slight power loss that goes hand-in-hand with ice vane deployment? The “Minimum Takeoff Power” numbers – from the graph in the Performance section of the POH – are based on the assumption that ice vanes will not be deployed during takeoff when unneeded.
In a similar manner, this helps explain the 300-series’ POH statement that, on first reading, makes no sense: “For takeoff, Generator Load must not exceed 30% with air conditioning on, nor 50% with air conditioning off.” Since the condenser blower operates whenever AC is operating with the nose gear extended, and since this blower uses about 50 amps, it seems
20 • KING AIR MAGAZINE
NOVEMBER 2019