So, you're on take-off roll in your BE-200, and you have a sun gear failure. What do you do? Please explain your answer. (This is a like a law school exam, so I expect you folks to spot the issues.)
Nothing worse than a sun gear failure.
What about two sun gear failures?
What about two sun gear failures?
SPF 50+?
So, you're on take-off roll in your BE-200, and you have a sun gear failure. What do you do? Please explain your answer. (This is a like a law school exam, so I expect you folks to spot the issues.)
King Air 200 is a Part 23 twin. If I'm on the takeoff roll, that means I haven't raised the gear handle yet. Barring extenuating circumstances (none were listed in the OP), if I haven't raised the gear handle, I'm aborting the takeoff.
Gear position is a variable to consider...it's also a variable that you can control. If weight, altitude, & temperature don't give me the climb I need to clear obstacles single-engine, I'd rather land with the gear down than up. Many experienced pilots therefore, adjust the point of gear retraction to the point where the flight can be continued in the event of an engine failure.You have lost an engine. If on the roll, wheels still on the ground, close throttles and use maximum braking. Regardless of gear position, if you are off the ground then this should have been considered before launching. Variables to consider: Take off weight, density altitude, obstacles, runway length. You should have a plan in place before take off for each phase of the flight through at least 1000 feet AGL. Know ahead of time what the plane is capable of for a given set of circumstances.
Why is this taking a serious tone with the past few posts? Let's get back on track! We're talking 'sun gear failure'!
If I'm 20 feet off the ground in a lightly-loaded 200 (or B200, whichever you prefer...I don't think that's relevant to this discussion) with adequate performance to climb on one engine, the gear switch will be up...if I'm 20 feet off the ground in a moderately-loaded piston twin with a moderate DA such that it can't climb on one, the gear switch will still be down, and I'm reducing power to put it back down.You have a point but, we don't know which KA the OP is talking about. I assumed he meant a B200 (I don't think there is a Be 200) This is why I meant by that the plan needs to be made beforehand. A B200 lightly loaded, low density altitude is quite capable of climbing with gear down on one engine. Seems it would be hard to explain why you set it back down on a 3000 foot runway when you were 20 feet off the ground when you lost one. Thus I have to disagree with your comment. This is why IMO, when flying twin turbo props you must know the capabilities of your particular model (and pilot capability). Each TO is unique and needs to be planned out in advance as I mentioned. In a piston twin your comment has a lot more weight to it. Few piston twins with even a moderate load and moderate DA can even maintain altitude.
Disclaimer: I know jack schitt[1] about turboprops, but
What do I win?
You have lost an engine. If on the roll, wheels still on the ground, close throttles and use maximum braking. Regardless of gear position, if you are off the ground then this should have been considered before launching. Variables to consider: Take off weight, density altitude, obstacles, runway length. You should have a plan in place before take off for each phase of the flight through at least 1000 feet AGL. Know ahead of time what the plane is capable of for a given set of circumstances.
Just hope it doesn't happen to a helicopter in flight.
Sun gear failure seems irrelevant: All I could know as pilot is that I've hatched an engine and lost power.
All of the "issues" pertain to multi-engine operations on any takeoff (hence a detailed takeoff briefing every time), and the esoteric notion of a sun gear failure is a distraction of sorts (no annunciator specifically for sun gear failure). How would the pilot know, and why would he/she care? Hopefully, close the throttles, stop, and sort it out with maintenance.
If it helps, V1=VR.
You have a point but, we don't know which KA the OP is talking about. I assumed he meant a B200 (I don't think there is a Be 200).
depends on the sim instructor.The OP did ask what would "you" do. So perhaps that is the correct answer for you. Most turboprops require recurrent training in a sim and the point is that in turbo props the answer is it depends. If you are using the gear position as a go/no go then fine. It is not the way it will be taught in sim training. The B200 has better performance than a straight 200 so I assumed the B model. I will concede that if the gear is down and you don't know the performance of the aircraft then it may be safer for you to simply set it back down. In fact even if you do know the performance and you do know it will continue to climb with gear down it still might be safer for you to set it back down. Running off the end of the runway is safer than nosing in from 50 feet. However if I know the plane will climb and the gear is still down and I am on a typical GA runway I am going to continue and get things cleaned up and engine secured as soon as practical.
Is VR>VMC ? I know in the P180 that it was usually not greater than VMC. In this case you hope auto-feather works as tested. Still probably try to stuff it back on the runway if there's reasonable reason to believe enough exists and that was in the briefing.I fear I may have misled. This is after rotation. No positive rate of climb. If it helps, V1=VR.
The OP did ask what would "you" do.
Now we're getting to something interesting (to me, at least).
Can you elaborate on this issue--no annunciator, in particular. What should the confused pilot think?
Also helps if you read the whole book, which very few pilots do.Yes, I did. I am looking for perspective, not necessarily the book answer. That is, unless the book answer is your perspective.
Even though there is no annunciator light? You expect a pilot to recognize this as an engine out?Appropriate engine out procedures are called for.