King Air down at Essendon?
Does the Kingair have external flight control locks?
Not insinuating anything - just interested.
Not insinuating anything - just interested.
Not directly related to the accident report.
WebTrak
Above is a link to the noise monitoring data at Essendon airport. The archive includes the accident date.
I note that the tracks of some aircraft appear at the beginning of the taxi or a hover.
Other tracks don't appear until the flight is past the end of the runway.
What method is used to derive the track? Why does the position of the commencement of the track vary between aircraft/flights?
There is no track for the King Air, it seems to fit the category of tracking that does not commence until the flight is past the end of the runway.
The decibel level of both the impact and post impact noises (explosions?) are recorded.
Mickjoebill
WebTrak
Above is a link to the noise monitoring data at Essendon airport. The archive includes the accident date.
I note that the tracks of some aircraft appear at the beginning of the taxi or a hover.
Other tracks don't appear until the flight is past the end of the runway.
What method is used to derive the track? Why does the position of the commencement of the track vary between aircraft/flights?
There is no track for the King Air, it seems to fit the category of tracking that does not commence until the flight is past the end of the runway.
The decibel level of both the impact and post impact noises (explosions?) are recorded.
Mickjoebill
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Would anyone know what bus the CVR is powered by? What other systems might be on that bus if for whatever reason it failed/was not energised...?
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How ever damage between B and C flange is an indication of Tq on inpact but i have yet to see a clear photo of ethier engine.
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-42 / 41 are the same with the nylon drive between the hpx edp and the gov section of the fcu. If the drive fails it will go into high uncontrollable engine speed the O/S gov will control the engine to max until it can be shut down via the condition lever
Really you can tell the prop was at 2000rpm
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In the report, ATSB listed flap setting as 10°. Is this the same as approach flap setting in the B200 which according to my manual is 40% of total flap extension. I can't seem to find actual flap settings in degrees in any B200 training text or AFM.
Also, why would the pilot use flaps approach on runway 17 at YMEN? Looking at TODR I wouldn't have thought there would be any runway length considerations to warrant such flap setting.
Also, why would the pilot use flaps approach on runway 17 at YMEN? Looking at TODR I wouldn't have thought there would be any runway length considerations to warrant such flap setting.
Sprucegoose
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Manymak, already mentioned the flaps in a previous post buddy.
T/O App (40%) flap setting is 14 (+/- 1) degrees.
Taking off with flap is better. Have a look at many of your performance figures, especially for Raisbeck equipped machines and the equivalent FAR25 numbers.
T/O App (40%) flap setting is 14 (+/- 1) degrees.
Taking off with flap is better. Have a look at many of your performance figures, especially for Raisbeck equipped machines and the equivalent FAR25 numbers.
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But at some point if runway length is no problem. Takeoff without flap is more desirable. Have a look at Raisbeck accelerate go distance required charts and see the performance penalty an engine failure at V1/Vr to 35' incurs with flap approach.
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Manymak, already mentioned the flaps in a previous post buddy.
T/O App (40%) flap setting is 14 (+/- 1) degrees.
Taking off with flap is better. Have a look at many of your performance figures, especially for Raisbeck equipped machines and the equivalent FAR25 numbers.
T/O App (40%) flap setting is 14 (+/- 1) degrees.
Taking off with flap is better. Have a look at many of your performance figures, especially for Raisbeck equipped machines and the equivalent FAR25 numbers.
Yes that's true the 2nd segment isn't as good.
But you also get better margin over stall and Vmca with flap at T/O.
As long as the numbers work, my preference was with flap.
But you also get better margin over stall and Vmca with flap at T/O.
As long as the numbers work, my preference was with flap.
In 2,500hrs of operating the B200, I not once took off with approach flap, unless I was clearly in need of it (obstacle clearance take off).
If you suffered a donk failure, you're going to want to clear those obstacles, not reduce your ground roll on a runway where you're already only using like 1/3 of the runway.
A colleague I was talking to one day who operated the King Air and used approach flap for take off, went to Flight Safety for a course on the King Air. They showed him the climb penalty for taking off with approach flap. Needless to say, he never took off with approach flap again!
morno
If you suffered a donk failure, you're going to want to clear those obstacles, not reduce your ground roll on a runway where you're already only using like 1/3 of the runway.
A colleague I was talking to one day who operated the King Air and used approach flap for take off, went to Flight Safety for a course on the King Air. They showed him the climb penalty for taking off with approach flap. Needless to say, he never took off with approach flap again!
morno
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Hear hear Morno! Over 3000hrs on type and I completely concur!
We look at it in the sim and it's a significant point of discussion (along with demonstrating on P charts) with pilots new to the type too!
We look at it in the sim and it's a significant point of discussion (along with demonstrating on P charts) with pilots new to the type too!
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If ever I am in the position where I must use an APP Flap take off, I am never comfortable until the flap is retracted. Minimum airspeed, flap and gear extended, windmilling prop, is not a place I would ever like to be in a Kingair!