absolutely.
Without a doubt.
Really and truly? How could they possibly be expected to know?
absolutely.
Without a doubt.
I fear I may have misled. This is after rotation. No positive rate of climb. If it helps, V1=VR.
Thats the one emergency scenario FlightSafety and Simcom won't pull on you in the sims.
The ones I flew did.The B200 does not have a V1.
The B200 does not have a V1.
They won't give you a two engine failure. The 200 is not a great glider.After all, there's this:
By definition V1 is the speed in which when reached the TO must be continued. Or another way to say it is that is the maximum speed in which a TO can be aborted. So once you reach VR in a 200 you can not abort?The ones I flew did.
But as a Part 23 airplane, V1 doesn't give you the guarantees that it does in a Part 25 airplane, therefore it's not binding as a go/no go criteria.
Beech put V1 in King Airs as early as the B90...probably earlier. V1 also had a different definition back then than what you posted.
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?
Actually, "by definition" from FAR1:By definition V1 is the speed in which when reached the TO must be continued. Or another way to say it is that is the maximum speed in which a TO can be aborted. So once you reach VR in a 200 you can not abort?
http://www.airbus.com/fileadmin/med...s/AirbusSafetyLib_-FLT_OPS-TOFF_DEP_SEQ07.pdf Read page 2.
Alsohttps://www.faa.gov/other_visit/aviation_industry/airline_operators/training/media/takeoff_safety.pdf
Check page 2.10
It's not about whether the pilot must stop or must continue. It's whether or not the book distances for a-stop or a-go have any validity.V1 means the maximum speed in the takeoff at which the pilot must take the first action (e.g., apply brakes, reduce thrust, deploy speed brakes) to stop the airplane within the accelerate-stop distance. V1 also means the minimum speed in the takeoff, following a failure of the critical engine at VEF , at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff distance.
Really and truly? How could they possibly be expected to know?
To which FARs are you referring?Does the So called V1 you speak of for the KA200 provide any of the things called for in the FAR's?
I fear I may have misled. This is after rotation. No positive rate of climb. If it helps, V1=VR.
Serious question: Why do you say it's not?So then my question is what use is a V1 that is not actually V1.
I am not saying anything. I just quoted the POH. Why do you think that you can't continue the take-off roll just because V1 happens to be the same as VR? Why do you think that they cannot be the same? Again, this is a serious question, and not meant to be an attack.You seem to be saying when V1=VR that once you rotate then you can continue the TO with engine failure at VR. I simply do not believe this.
Along the same lines, is there a reason that V1 in this case doesn't provide the security? In this case, the POH says to complete the take off in the event of a single engine failure past V1.IMO a V1 that does not provide the security to continue TO or do a RTO is not really a V1.
So, when you have a sun gear failure, is it obvious that this is an engine failure? N1 still goes up when you add throttle, and there is nothing on the annunciator panel. Someone above suggested that FlightSafety won't run this fault in the sim. (This is not meant to be facetious. I am genuinely asking your opinion.)Yes. It has always been painfully obvious when I've lost an engine.
No, we cannot!Can we switch this to a "Is the King Air 200 a good airplane to buy?" thread...it's going nowhere.
Yeah, I have had that case, too. Not pretty.
So, when you have a sun gear failure, is it obvious that this is an engine failure? N1 still goes up when you add throttle, and there is nothing on the annunciator panel. Someone above suggested that FlightSafety won't run this fault in the sim. (This is not meant to be facetious. I am genuinely asking your opinion.)
The V1 published in the King Airs does give the assurance that it will meet the accelerate-stop and accelerate-go distances in the POH. That is the FAR definition of V1.Now to the V1 question. This is my opinion, nothing else. V1 has a specific purpose (per FAR). It tells the pilot of an aircraft that has V1 tables that IF he calculates everything correctly, weight, DA, runway length, that if he aborts at or before V1 he will have room to stop, if he has exceeded V1 he should continue the TO and the plane will fly and climb at the prescribed rate. I am not yet convinced that the V1 that Beech prescribes for the KA will give that assurance. If it does then fine but, if not then their V1 does not meet the criteria for a V1 speed. JMO.
One thing at a time. PPC, the thing that Flight Safety does not do a double engine failure.
Back to PPC asking about recognizing the failure. the pilot is not going to know specifically that it was a gear box failure only that he has lost an engine. The first thing that the pilot will see is a sharp yaw into the dead engine which should result in immediate action with the rudder to compensate. During the TO phase the actual cause is secondary to controlling the plane. What is done next depends on the aircraft ability and the exact situation. Continue TO, abort TO, it depends. As far as how to know you have lost an engine it will be apparent by the response of the aircraft. You may be asking how to know it was a sun gear, you won't and it does not matter.
If you lose your sun gear you'd better hope it's cloudy...
The V1 published in the King Airs does give the assurance that it will meet the accelerate-stop and accelerate-go distances in the POH. That is the FAR definition of V1.
The additional documentation that mandates continued takeoff in a Part 25 airplane does not exist for the 200...nor does that additional documentation mandate that accelerate-stop and accelerate-go distances be within the available runway like it does in a Part 25 airplane.
It's not so much that "V1 isn't V1" for a King Air as it is the additional requirements for Part 25 airplanes that are tied to V1 making most people think V1 means something universally that it doesn't.
I was going to say, "He already warned us that the question was a trick question
Yes, it does have a sun gear (well, two, actually), and yes, it's a real aircraft. Maybe I should have said BE20, which is the filing code for it (sorry for the extra 0), but I don't think it's that big of a deal.so one should start by finding out if the aircraft in question -- which doesn't exist as one poster pointed out already, at least not the way the OP described it -- even has a 'sun gear'.
The -42 has more hp. This is the B200 with the -42s.Actually there is a KA 200 and a KA B200. The B200 has some performance advantages. I THINK the 200 has -41 engines and the B200 has -42 engines. Not sure of the significance of the dash numbers. Should be some here familiar with both.
Actually, it's the whole point of my question. The question is about whether that specific type of failure would have an impact on the decision making process, and if so, how.The specification of a failed sun gear by the OP has little if any relevance to his question.
On 27 November 2006, a Beechcraft King Air 200 aircraft, registered VH-XDB and carrying two crew and six passengers, was on a flight from Mount Hale to Perth, Western Australia. Shortly after commencing the decent into Perth airport, the right engine failed catastrophically.
An engineering examination of the failed Pratt and Whitney Canada PT6A-41 turboprop engine was performed and revealed that the first-stage ‘sun’ and ‘planet’ gear set within the propeller reduction gearbox had decoupled from the power turbine. The decoupling allowed the power turbine to overspeed, which resulted in destruction and shedding of the turbine blades. Several blade fragments punctured the outer gas generator case.
Here's an actual case. The pilot was still able to shut down the engine, feather the prop, and land.
https://www.atsb.gov.au/media/1358290/ao2006007.pdf