I read the FAR23, about commuter planes. Very enlightening.
Well, please correct me if I'm wrong, but I think the T/O performance for a King-like (commuter) turboprop is:
T/O runway requirements:
2 engines running: 115% of the distance required to climb to 35ft at not less than V2
1 engine running: the distance required to climb to 35ft, at not less than V2, in the case of a failure after V1, of course
climb requirements:
gear down, runway level: must demonstrate a measurable climb, T/O power & T/O flaps, not touching the engine levers
gear up: 2% climb gradient up to 400ft, T/O power, T/O flaps, not touching engine levers
above 400ft up tp 1500ft: 1,2% climb gradient, MCP, flaps up
Well, thanks for the advice, compressor stall. It did help a lot.
I can now figure out that the capabilities of commuters are not comparable to those of transport jets. It's impossible to comply with any SID's climb gradients. For me, the most critical moments would be beetween the liftoff and the gear retraction. I can imagine the consequences of a propeller failing to autofeather.
I forgot to mention:
Knowing the marginal performance beetween liftoff and V2, I know realise why you folks don't recommend any power reduction at T/O. Before retracting the gear, it may be hard to keed this baby flying! Every single horse would help a lot in such a situation!
Thank's!