ฝัง
- เผยแพร่เมื่อ 30 ก.ย. 2024
- This video is used for de-brief purposes during engine failure simulation training in a King Air 200 equipped with G1000. The video showed I was late to removed my hands from the power levers. Once Take-off power is set it is the job of the pilot monitoring to manage power, leaving your hands on the throttles creates a tendency to adjust and possible reduce from MAX continuous power. This was the very first engine failure during take-off for the crew.
Imagine doing this single pilot night IMC...
Hopefully you can live to tell about it
That would be nasty but manageable if your trainning kicks in
@@noneofyourbusiness5074 I think about the spatial disorientation you might feel with the abrupt yawing that will happen
@@AirmanBrown I know I'd be scared!
RFDS the royal flying doctor service use beechcraft single pilot, they deal with all this crap all the time. Single pilot 24x7
Never yank a T-Prop off the runway unless you're VERY light and already way above v2. ESPECIALLY in the SIM when you know a V1 cut is a possibility.
Done a million V1 cuts and one thing that will ALWAYS help you is speed over the rudder. If you lose the engine right at or just above V1, Leave the mother on the runway till you've fixed the drift away from the centerline with the rudder. Get it back on centerline or at least parallel to the centerline. Then and only then, smoooooothly rotate and keep the rudder where it needs to be to keep the nose straight. Proper airspeed and target pitch attitude will save your ass and give you a chance to display your Johnny Wadd SE landing skills.
Facts
Excellent video, this is what training looks like. Mistakes were made lessons were learned.
One thing I did see is that the pilot was not maintaining a small bank angle not more than 5° away from the failed engine. This causes a considerable rise in Vmca and might be very dangerous.
Its simulator... in real life these guys were dead if they autofeather do not work inmediatly.
Where were you guys training? Was this at Flight Safety or CAE?
Ps. Looked like you guys did a good job for your first engine failure of the day. 🤙
You " think " its not on fire.
Donizete Braganca pt SP Brasil ✈✈✈
No fun single pilot!
Why continue T/O while you could land it with enough runway
I'm guessing to simulate on a short runway
If you are past v1 you are not stopping unless its a serious malfunction (dual engine failure, loss of directional control etc.). King Airs have great single engine performance if flown correctly and its safer for everyone to take an issue into the air and deal with it.
This is not how you do it.
Some folks here are missing the point. The exercise here was obviously to take off with 1 engine. Of course, if you have enough runway length to abort, you abort, but this was obviously a training exercise on managing an engine failure at takeoff.
Seat sniffing crew checking in
I’ve never flown a king air but if this was a real scenario why couldn’t they just bring both throttles to idle and land on the remaining runway ? The gear was already down with some runway remaining ?
i'm Pretty sure I heard the engine failure past Rotation. the Co-Pilot called V1 which is the calculated decision speed, if they had tried to stop they could have overrun the end of the runway. Better to take the problem air born, clean up the drag (gear), maintain VYSE (best clime rate single engine or blue line) declare an emergency, and come back to the field.
Tryinng to use some rudder trim 😂
Nice simulator
nice ! ! Why did you wait to much to cut the mixture / feather , did you were waiting some indicated airsped ?blue line or something else ?
This king air has an auto-feathering system, after rotation we confirmed the engine auto feathered and climbed at V2 to 400 feet AGL then accelerated to Vyse (Blue line). Next brought up the flaps and climbed up to 1000' AGL then secured the engine. if the engine had not feathered we would have manually feathered the engine prior to 400'
@@avhub2736 nice !! thanks for the info
They need Autothrottles and then it's a non-event
😂
I know the process, aviate, navigate, communicate, but I would have thought during a few of the seconds they could have communicated to ATC and declared an emergency. I'm no professional though, just thinking of the old days during some instruction years back. Thanks for sharing.
Someone in the tower would probably notice something abnormal about the takeoff visually. Someone is watching every takeoff
@@tzadiko What Tower???
@@tzadiko Aviate....navigate..comunicate...pilot training 101 🤒
ATC really isn't important in emergencies like this. When there is absolutely nothing left to do, nothing else to worry about, nothing left to prepare for, THEN you talk to ATC.
@@tzadiko Someone on the interwebs should probably avoid discussing a topic they have little understanding of.
Been in a King Air sym at Flight Safety in Long Beach- this guys did just about everything wrong possible- u immediately contact ATC, declare an emergency, analyze the remaining roll out distance, (plenty of runway to land) and ABORT the takeoff
Although an abort may have been the right decision, calling ATC as the FIRST course of action is a fail. I’ve been in a 747 sim in Denver. That doesn’t qualify me as a 747 captain.
You need to go back to your primary training because everything you just said is terrible advice. The very LAST thing you do is communicate to ATC. They did not appear to have enough runway to land; but knowing that from watching a video is impossible, as you have no information on runway length, weight of the aircraft, etc. Now that said, in a King Air, once you pass V1, you are committed to take off. They were well past rotation speed at the time of the failure.
No sir, making sure the flying is safe, and you have control of the aircraft is the number 1 priority.
@@ronhenderson9258 thanks Ron. you wonder why people get cranky reading their crap. unfortunately, they will never have the perseverance to ever get any license.
Круто👍
Where is the TH-cam police ?
That’s how you die in a King air. They have obviously never had it happen in real life.
Tell us how it's done, Sky King...
Good thing this is a training scenario where you CAN fuck up and learn from it.
no s*** they haven't done this I don't know if you've noticed this because you're so smart of course but it looks like they're training which means they would have no way of having ever had this happen to them in real life
Training is called training for a reason.
@@maddogtank8425 That was one sentence.
maybe work on some SOP's and have a well defined profile for engine failure and it wont look like a dumpster fire departure. But that will all come with more experience, King Air 200 is a lot of airplane for new pilots.