Page 30 - Volume 13 Number 10

above VMCA and VS will be greater than what the chart the POH, as modified by the Blackhawk STC, I worked a
assumes, again due to our lighter weight. In effect, our margin for error is improved when “big numbers” are used. Even if we over-rotate and fall a bit below the “big number” V2, we may still be at or above the actual V2 for our real conditions.
The only detriment that comes with using the higher speed appropriate for a greater weight is increased tire wear, since we will be rolling on the runway to a higher speed. Personally, I am very willing to accept the slight extra maintenance cost, thinking the safety benefit it provides makes the cost worth it.
Last year, I was involved in transitioning a Phoenix- based flight department from their B200 into their newly purchased 350. The 350 had been extensively upgraded by Stevens Aerospace and Defense Systems (formerly Stevens Aviation) in Nashville as a part of the purchase. These upgrades included the Blackhawk XP67A engine swap and installing the Garmin G1000 NXi package ... making a great airplane even greater! (This magazine had an article about that airplane and its owner/operator a couple of months ago.)
Being based at Cutter Aviation on the south side of Phoenix’s Sky Harbor Airport, the runway we were usually assigned was 7R – 25L, 7,800 feet long. Using
takeoff performance problem using 2,000 feet Pressure Altitude (field elevation is 1,135 feet), 45°C OAT, 15,000 pounds takeoff weight (the maximum limit), Approach Flaps and no wind. Takeoff Field Length came out to be 5,672 feet, more than 2,100 feet less than what we had available. The “big numbers” associated with these conditions were 104, 105 and 109 KIAS for V1, VR and V2. My suggestion was to use these numbers for all of our KPHX takeoffs giving us a safety cushion, since rarely would all the variables conspire to be as bad as my assumed conditions.
As a side note: With the acceleration this rocket-ship of a King Air has, if the pilot can truly differentiate V1, VR and V2 he/she has better eyesight and reaction times than I!
As I write thwis (August 2019), my heart remains saddened by the tragedy that took place June 30 at KADS, Addison Airport in Dallas, Texas. A 350 crewed with two professional pilots and loaded with eight passengers crashed on takeoff, killing all souls onboard. I believe this is the first fatal crash involving a 350 in the United States. The King Air never left the airport boundaries, crashing into a hangar on the left side of the runway when it rolled inverted as control was lost. Speculation on the cause has been rampant. When the
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28 • KING AIR MAGAZINE
OCTOBER 2019