Your King Air videos (as well as your other aviation videos) are so well done they’re like mini-classes for sim pilots. 👍 Any plans to ever put out some new King Air content???
@@chazflyz Great, thanks! I'll have to run through them a bunch of times before I head out there. I've already been memorizing all the memory items, it will be good to put them into practice!
Aviate, navigate, communicate. Always fly the airplane first. It's quite busy during those first 4 memory items. Only once the airplane is under control and you're climbing away, then contact ATC. Typically the memory items are complete before 400' AGL. you should have time to make a quick call to Tower. You normally stay with tower for up to 4 to 5 miles before getting handed off.
Well it's a long answer. Generally, no turns below 400' feet. 1500 feet is specifically for our King Air 350 operation. Other aircraft I have flown calls for the checklist at 1000 feet above the ground.
With so many runway available (you did not even left the displaced threshold on VR), would you continue te takeoff in a situation like this in real life? Thanks a lot for your videos, really helpful 💪
In real life, under VMC , with so much runway available, it is possible that we may elect to stop after v1. Really depends on the situation. But be prepared to explain that to the investigators. :)
My friend, you have V2 climb out backwards-you’re supposed to bank 3- 5degrees TOWARD the operative engine, i.e. “raise the dead, “ and Split the ball while maintaining constant heading. Am I really the first one to catch this? This video is a year old? Good video and thanks for sharing.
Backwards? The video shows bank into the good engine. 3 to 5 degrees is technique and does not necessarily apply to all multi-engine aircraft. It can be UP TO 3 to 5 degrees but bank isn't the primary concern. Yaw control is the primary concern. Also, keep in mind, this is X-Plane and not a full fidelity Level D flight simulator. I would say there is more pronounced bank in the simulator.
I watched again and it is a very good video. If you didn’t, my mistake, but i’m almost positive I saw the bank into the dead engine. The comment was 2 months old……
Good question, one that is commonly asked and discussed. Knowing we have excess runway, if we are to abort above V1, it must be briefed so both pilots are on the same page. Accelerate stop distance is based on taking action to stop the aircraft prior to a specified speed- in most cases v1 or Vr- and stop the airplane. If you are aborting above this speed, you are essentially a test pilot. In the eyes of the FAA, if you abort above the accelerate stop distance specified speed, you better have a good explanation. It is often said there are more accidents in aborted takeoffs than continuing the takeoff. There are more things that could go wrong during an aborted takeoff because you are suddenly reducing power/thrust and mashing on the brakes, all while trying to maintain control at a high rate of speed. On the flip side, you tank an engine at or after v1, meh... continue, slowly rotate the nose and fly the airplane. There are many variables to consider so a thorough brief with the other crew member(s) is imperative. In the home flight sim world, not so much. :)
If you follow the checklist from the manufacturer, we keep them at low idle. I have never received a specific answer other than it's quieter at low idle when taxiing. Some pilots prefer to move the condition lever to high for takeoff and will retard it to low after landing, for taxi. Some prefer to leave it low for all operations. When the condition lever is in high, faster response to reverse is available on the ground with more reverse, while it also means more residual torque or thrust coming over the fence when landing. If one must go around, keeping the condition levers high on landing keeps the engine spooled up a little more, giving a faster power response.
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Thanks a lot. High quality input as always. I like your King Air series, keep up with the good work.
good video. Something to practice in the sim.
Hopefully more to come in the future. Thank you.
It would be nice to see your return and landing.
A video on single engine landing operations in the King Air 350 is on my to-do list.
Good stuff. Just got a class date for my recurrent training for the 350i in Wichita so I’ll be doing a few of these between now and then! Lol 🤙
Your King Air videos (as well as your other aviation videos) are so well done they’re like mini-classes for sim pilots. 👍 Any plans to ever put out some new King Air content???
Great tutorial! Super interesting, I only fly SEP IRL, ME turbine seems to be way more complex (and expensive lol)
Sr Chazflyz buenas tardes,pregunta ud como tiene configurado los mandos para carretear en pista ,Cordial saludo desde Bogota.
Hi, could you teach us how to flight traffic patterns and its checklist flow in the King Air 350, please!
Airfoillabs king air is study level, thanks
Good video! I'll be going to flight safety sometime next year for the C90. What else do you think I should practice in Xplane before I head out there?
If you already have the study material, I'd recommend going through the failure memory items.
@@chazflyz Great, thanks! I'll have to run through them a bunch of times before I head out there. I've already been memorizing all the memory items, it will be good to put them into practice!
Hello, good video. What BEW and EWCG does the Airfoillabs King Air 350 have?
AirfoilLabs BEW: 9570 lbs.. CG is about 201 inches aft of datum.
The King Air 350s that I have flown had BEW of around 9980.
@@chazflyz Thank you.
Would love a procedure for Non precision approaches.
Do you have profiles for the honeycomb yoke and throttle quadrant you would be willing to share?
I just programmed my Honeycomb hardware in X-Plane 11 settings for each aircraft.
Thanks Chaz! Would you let tower know about the failure during memory items procedure before they switch you to departure?
Aviate, navigate, communicate. Always fly the airplane first. It's quite busy during those first 4 memory items. Only once the airplane is under control and you're climbing away, then contact ATC. Typically the memory items are complete before 400' AGL. you should have time to make a quick call to Tower. You normally stay with tower for up to 4 to 5 miles before getting handed off.
To turn a plane back to the departure airfield one should be at 1500 feet at a speed of 125 knots? Before that, it should be runway heading?
Well it's a long answer. Generally, no turns below 400' feet. 1500 feet is specifically for our King Air 350 operation. Other aircraft I have flown calls for the checklist at 1000 feet above the ground.
With the latest update it doesnt fly like a king air anymore,it now has right turning tendencies instead of left,dont you think?
can you make video. single engine go around
With so many runway available (you did not even left the displaced threshold on VR), would you continue te takeoff in a situation like this in real life?
Thanks a lot for your videos, really helpful 💪
In real life, under VMC , with so much runway available, it is possible that we may elect to stop after v1. Really depends on the situation. But be prepared to explain that to the investigators. :)
Yup…
My friend, you have V2 climb out backwards-you’re supposed to bank 3- 5degrees TOWARD the operative engine, i.e. “raise the dead, “ and Split the ball while maintaining constant heading.
Am I really the first one to catch this? This video is a year old? Good video and thanks for sharing.
Backwards? The video shows bank into the good engine. 3 to 5 degrees is technique and does not necessarily apply to all multi-engine aircraft. It can be UP TO 3 to 5 degrees but bank isn't the primary concern. Yaw control is the primary concern. Also, keep in mind, this is X-Plane and not a full fidelity Level D flight simulator. I would say there is more pronounced bank in the simulator.
I watched again and it is a very good video. If you didn’t, my mistake, but i’m almost positive I saw the bank into the dead engine. The comment was 2 months old……
Quick question, you knowing you have plenty of rw to perform a stop, would you even after V1? If you know 100% you have enough rw to stop.
Good question, one that is commonly asked and discussed. Knowing we have excess runway, if we are to abort above V1, it must be briefed so both pilots are on the same page. Accelerate stop distance is based on taking action to stop the aircraft prior to a specified speed- in most cases v1 or Vr- and stop the airplane. If you are aborting above this speed, you are essentially a test pilot. In the eyes of the FAA, if you abort above the accelerate stop distance specified speed, you better have a good explanation.
It is often said there are more accidents in aborted takeoffs than continuing the takeoff. There are more things that could go wrong during an aborted takeoff because you are suddenly reducing power/thrust and mashing on the brakes, all while trying to maintain control at a high rate of speed. On the flip side, you tank an engine at or after v1, meh... continue, slowly rotate the nose and fly the airplane.
There are many variables to consider so a thorough brief with the other crew member(s) is imperative. In the home flight sim world, not so much. :)
@@chazflyzwhy thank you for that detailed explanation, was just wondering considering ive seen many pilots reject even after V1 for excess Runway.
Hi, Why do we have to keep the condition level always on low? Is there an specific reason?
Thanks!
If you follow the checklist from the manufacturer, we keep them at low idle. I have never received a specific answer other than it's quieter at low idle when taxiing.
Some pilots prefer to move the condition lever to high for takeoff and will retard it to low after landing, for taxi. Some prefer to leave it low for all operations.
When the condition lever is in high, faster response to reverse is available on the ground with more reverse, while it also means more residual torque or thrust coming over the fence when landing. If one must go around, keeping the condition levers high on landing keeps the engine spooled up a little more, giving a faster power response.
@@chazflyz Thanks a lot for the info Capt! Happy Landings!
II dont but buy that the king air 350 can take off with 1 engine if it were close to max weight.