Back in the day, I spent a fair bit of time in and around King-Air operations particularly in the 200 series. To aid an aging memory, I checked with a couple of other 200 savvy blokes I know, to be sure, to be sure. The call on pre flight rudder trim set has been, on balance of probabilities, declared bollocks. Not certain what practices today’s operators use, but I can’t think of an aircraft I’ve flown – ever, where part of the taxi in, after landing checks did not call for a trim reset; even if it was just an unwritten SOP. Just good manners, like parking with the nose wheel straight and sliding the seat full aft, leaving the seat belt on the seat, and etc.
But even if the previous pilot had been a hooligan and left the trims set as they were on landing and old mate failed to reset, is it a biggy? Asymmetric Touch and Go training memory reminds us of the call – Re-set – Go. And, the very short period of time it takes to regain a ‘roughly right’ trim setting (neutral). Re trimming after OEI practice or testing during IR renewal - re trim on the go around, from OEI to climb power on two engines. Routine, practiced stuff. I reckon most of us have had the experience of being ‘slightly’ out of trim on rotation or transition, and can remember how little time it took to correct the same. Given that ‘the ball’ is god in B200, given that the pilot had just been through a period of training and checking, given that the fellah had long experience on type, and given that for most pilots it would be almost a reflex action to ‘trim’ at the first sign of even a slight variance; you have to ask, what the hell is the ATSB trying to flog here.
Nah, sorry, just don’t buy it. I don’t buy the idea that this fellah took off with full nose left trim any more than I can accept that full up elevator is just a ‘mystery’. As ‘K’ said, if you begin with the notion that the pilot actually did even a cursory pre flight, trim position check would be habit and a full left rudder trim would stand out like the proverbial during ‘setting –up’ (on balance of probs).
So setting aside the easy answer of pilot error; let’s look at why the aircraft hit the building with full left nose trim and full up elevator trim, yet still managed, with two healthy donkeys, not to climb, resulting in an uncontrolled left turn.
This is but one of the many questions which have not been examined or answered fully. If it was one of my pilots or even a mate, I’d want a better explanation of why this accident happened, much better.
Sidebar: and a challenge for P2. I can, off the top of my aging head, remember at least three major prangs where the CVR has been ‘unavailable’. Is there any way we can quantify that statistic?
I can hear rumbling noises from the other end of the stable; something about moving an ancient arse to the bench to assist with making my birthday present. Ayup, there’s a stack of lumber and what looks like a tuned up 1902 1910 Stanley 5½ waiting beside a coffee mug. “I’m only here for the Ale". I shout back – (a beat) - then the unprintable response.
![[Image: 194-sb5-type-11-p1.jpg]](https://virginiatoolworks.files.wordpress.com/2012/06/194-sb5-type-11-p1.jpg)
But even if the previous pilot had been a hooligan and left the trims set as they were on landing and old mate failed to reset, is it a biggy? Asymmetric Touch and Go training memory reminds us of the call – Re-set – Go. And, the very short period of time it takes to regain a ‘roughly right’ trim setting (neutral). Re trimming after OEI practice or testing during IR renewal - re trim on the go around, from OEI to climb power on two engines. Routine, practiced stuff. I reckon most of us have had the experience of being ‘slightly’ out of trim on rotation or transition, and can remember how little time it took to correct the same. Given that ‘the ball’ is god in B200, given that the pilot had just been through a period of training and checking, given that the fellah had long experience on type, and given that for most pilots it would be almost a reflex action to ‘trim’ at the first sign of even a slight variance; you have to ask, what the hell is the ATSB trying to flog here.
Nah, sorry, just don’t buy it. I don’t buy the idea that this fellah took off with full nose left trim any more than I can accept that full up elevator is just a ‘mystery’. As ‘K’ said, if you begin with the notion that the pilot actually did even a cursory pre flight, trim position check would be habit and a full left rudder trim would stand out like the proverbial during ‘setting –up’ (on balance of probs).
So setting aside the easy answer of pilot error; let’s look at why the aircraft hit the building with full left nose trim and full up elevator trim, yet still managed, with two healthy donkeys, not to climb, resulting in an uncontrolled left turn.
This is but one of the many questions which have not been examined or answered fully. If it was one of my pilots or even a mate, I’d want a better explanation of why this accident happened, much better.
Sidebar: and a challenge for P2. I can, off the top of my aging head, remember at least three major prangs where the CVR has been ‘unavailable’. Is there any way we can quantify that statistic?
I can hear rumbling noises from the other end of the stable; something about moving an ancient arse to the bench to assist with making my birthday present. Ayup, there’s a stack of lumber and what looks like a tuned up 1902 1910 Stanley 5½ waiting beside a coffee mug. “I’m only here for the Ale". I shout back – (a beat) - then the unprintable response.