King Air crashed into FSI Witchita

NewYorkophile said:
Just speculation, but this article suggests it may have been *another* "impossible turn" scenario.

http://ksn.com/2014/10/30/four-dead-after-plane-crashes-into-building-at-mid-continent-airport/
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Impossible turn on a twin engine airplane? I am not twin pilot but someone correct me if I am wrong, the plane should be able to fly on 1 engine if it is the case that the plane only lost 1 engine. Given dual failures is highly improbable if it was an engine failure.

Hope for the best. Last story I saw was 4 confirmed, 4 missing, 5 injured.
 
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Flymia said:
Impossible turn on a twin engine airplane? I am not twin pilot but someone correct me if I am wrong, the plane should be able to fly on 1 engine if it is the case that the plane only lost 1 engine. Given dual failures is highly improbable if it was an engine failure.

Hope for the best. Last story I saw was 4 confirmed, 4 missing, others missing.
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Twins fly great on one engine, right up to the point that you drop below Vmca. Hence the old saw, "The second engine will carry you right to the scene of the crash."
 
Looked like the pilot took off from 1R, lost his left engine, and was attempting to make a left turn to land on 19R. They teach you in twin school to bank into the good engine or 'raise the dead' and he was making a left turn so things could have go awry very easily.
 
GypsyPilot said:
It's been quite some time since I flew a King Air, but I don't recall time below Vmca as being much of an issue. Great SE performance too.
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King Airs have great single engine performance, it's when you try to do too much that things start going wrong. Every time we take off we always brief to pitch for Vyse and just continue to fly, nothing else until at least 500AGL if not 1000AGL if it permits. I'm very curious to see what happened. Such a tragedy, RIP.
 
Finny said:
King Airs have great single engine performance, it's when you try to do too much that things start going wrong. Every time we take off we always brief to pitch for Vyse and just continue to fly, nothing else until at least 500AGL if not 1000AGL if it permits. I'm very curious to see what happened. Such a tragedy, RIP.
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That's a great point. When I went from flying piston twins to the King Air (C90), the first thing my CP said on my training flight was to not touch ANYTHING after an engine failure. He harped on not going all crazy like people tend to do in a light piston twin. With lots of power, Auto Feather, and excellent flight characteristics he was absolutely correct.

Also very curious to see how this one turns out.
 
GypsyPilot said:
That's a great point. When I went from flying piston twins to the King Air (C90), the first thing my CP said on my training flight was to not touch ANYTHING after an engine failure. He harped on not going all crazy like people tend to do in a light piston twin. With lots of power, Auto Feather, and excellent flight characteristics he was absolutely correct.

Also very curious to see how this one turns out.
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Yep, my CP says the exact same thing, 90s and 200s are so easy to fly. This just serves as a lesson that vigilance on takeoff and a good plan of action are always needed, no matter the cause of this specific incident.
 
It was owned by Beech, but had just been sold. I imagine it was heading to MEZ for new paint and interior.

My fam was freaking out because I was enroute to Wichita at the time in a 200.

Also 4-bladed Hartzell props require that autofeather is working and armed before takeoff for a reason. Also you still gotta verify it does the job -- I wouldn't say NEVER touch anything. You have to be ready.

RIP.
 
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deadstick said:
It was owned by Beech, but had just been sold. I imagine it was heading to MEZ for new paint and interior.

My fam was freaking out because I was enroute to Wichita at the time in a 200.

Also 4-bladed Hartzell props require that autofeather is working and armed before takeoff for a reason. Also you still gotta verify it does the job -- I wouldn't say NEVER touch anything. You have to be ready.

RIP.
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Yeah. Before 400 ft verify prop feathered is a memory item.
 
deadstick said:
It was owned by Beech, but had just been sold. I imagine it was heading to MEZ for new paint and interior.

My fam was freaking out because I was enroute to Wichita at the time in a 200.

Also 4-bladed Hartzell props require that autofeather is working and armed before takeoff for a reason. Also you still gotta verify it does the job -- I wouldn't say NEVER touch anything. You have to be ready.

RIP.
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True, NEVER is a strong word, very good point. At the same time, it is painfully obvious when those props do not feather. It needs immediate attention yes, but the airplane will still fly. You still don't need to go crazy like @GypsyPilot said. Hopefully no one is taking what we are saying and applying it to initial king air training.
 
Yea... NOT freaking out and doing something rash should be the first thing on anyone's engine failure checklist in a twin. Most will fly just fine single engine. It's the pilots who kill themselves. RIP to these people. Always tough to hear about these sort of accidents.
 
Finny said:
We have one 90 in our fleet that doesn't have auto-feather. We always brief it on takeoff, but it makes it that much more stressful...
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Weld your heel to the steel, drop the nose a bit, let that pt6 get you some speed I guess. The 1900d could go lunar single engine, are you able to grab some extra speed to keep life good? Or do you have to do the Saab pitch/pray/wait?
 
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