Page 21 - Volume 15 Number 11

the left cable shorter than the right) almost always the left side has less friction and will migrate more.
With the left engine at or near idle due to PLM, with the right engine having lost significant power also, and with autofeather no longer able to operate – remember, BOTH power levers must be well-advanced for either side’s propeller to automatically feather – the deck is stacked against the pilot. Holding the normal +10° pitch attitude will lead to speeds well below V2, quickly approaching VMCA! Disaster!
The second of the Four Friends is Props. The propeller levers should always be full forward on takeoff, of course. Never, ever, retard them before the airplane is totally clean – flaps and gear up – and at least 400 feet AGL has been attained. Realize that once the prop levers are pulled back, the fuel topping governor is reset to a speed that is usually less than the operating speed of the overspeed governor. The overspeed governor doesn’t reduce power; the fuel topping governor does ... usually it reduces it a LOT. When there is any question in your mind, just leave the propeller levers fully forward. There’s no time limit for operation at maximum RPM. The only advantage of using less than max RPM is the reduction in noise level.
The third friend: Flaps. Most, not all, of the members of the 90-series have no charts that give performance numbers when using flaps for takeoff. The other series
do indeed publish numbers both with and without flaps. Almost always, the accelerate-go distance will be less when using approach flaps so that is the default setting for most shorter runways. They don’t get retracted until 400 feet and VYSE have both been attained. Hence, there is nothing to do now in the Flaps challenge of the Four Friends.
Last of the Friends: Gear. Yes, we must move the handle to the “up” position now. In the “helmet fire” that tends to occur when a major loss of power is experienced close to the runway during takeoff, it can be easy to fixate on aircraft control and overlook the important step of landing gear retraction. Don’t let that happen to you. Complete the drill designated by the Four Friends.
A little sidenote: Shortly after the model 200 emerged, I was giving instruction at the factory in BB-11. Although a lot of our single-engine work was conducted between 6,000 and 10,000 feet MSL, on this day a cloud deck forced us to be near 11,000 feet, minimum. I set up our normal two-engine ILS approach configuration with the student knowing a go-around with an engine failure was going to be given at 200 feet above our make-believe runway. As the student added go-around power I pulled the left condition lever into cutoff. Power. Both power levers were advanced properly until the right engine was at its training ITT limit: 700° for the -41s that were on BB-11. Props: Both propeller levers were pushed full
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NOVEMBER 2021
KING AIR MAGAZINE • 19