PC-12 vs BE-200

[skeeter666]

Thanks for the input. I guess I should have giving a background on my flying experience. I flew the ditch (Grand canyon) back in the days when you could fly below the rim (single engine). I flew single engine planes at night hauling frieght into mountains and during thunderstorms with no radar. I flew charters in King Airs single pilot. I flew Dorniers out of Denver for United express into all the ski towns, was Captain on a RJ out of ORD. Flew charters in a Hawker and now I am a part 91 Captain in a Hawker. I have never failed a checkride. Does this validate my question? I think at this point of my career, I know what the answer is, I just wanted some other ideas or suggestions from the flying community. I know that I am no expert on everything, but a good pilot knows where to get the info, message boards are what you make of them. Thanks for the help, -Skeeter

 

[xrated]

Sounds like you're probably "current" and capable to handle engine out procedures in the King Air. I've never met a person "current" in engine out procedures at night in the mountains in a PC-12.

I'm thinking this BushwickBill character equates a King Air 200 engine out safety record to that of an Apache or Seminole.....I wouldn't put much stake in it!

 

[BushwickBill]

I would really only consider myself in my 4th year as a profesional pilot. My definition of a profesional pilot is someone who demands a living wage and will not whore themselves out.

In a very short time I have noticed that a small but growing number of people who I have met while flying are dead. From aviation accidents.

Yes most of them are your typical single engine piston type of stuff. With non profesional pilots flying. However I still think the same logic of simple = survive applies to all pilots. I guess one day I too will be the man and not think twice about departing from a remote backcountry airstrip in a King Air.

I have just started flying the King Air as a PIC. I'm glad to hear that it is no worries single engine. So no worries that people would attempt what your talking about. I was really never that keen on relying on the autofeather but from the sounds of it the King Air is so easy to fly single engine flying out of a bush strip shouldn't worry me at all.

Best of luck.

 

[satpak77]

I would really only consider myself in my 4th year as a profesional pilot....


I have just started flying the King Air as a PIC.... I was really never that keen on relying on the autofeather but from the sounds of it the King Air is so easy to fly single engine flying out of a bush strip shouldn't worry me at all.

Best of luck.

This is based on my experience in the 350....

Autofeather in the King Air is an amazing thing. Don't try to out-engineer it, you can't fly a King Air with piston twin tactics you are normally used to.

An engine failure is still a concern, I see alot of new King Air guys wait like 500 AGL to put gear up because thats how they learned it Seminole school at Acme Flyers, etc. In the King Air, get it up once you are flying and positive rate is indicated and continuous. Get it UP. After that any engine failure is much more a non-event. If it fails, immediately but smoothly (SMOOTHLY!) ease up power on the good engine to the limit and get that rudder trim in there. Then proceed with the checklist memory items.

If you ram it up to full power, it will buck and yaw like a wild bull. Ease it up quickly but smoothly. Also note the heading, if not, you will jack around trying to secure the dead engine and go thru the checklist and you will fly a figure eight in the sky if you aren't careful.

Remember, its just an airplane. FLY IT FIRST, then worry about the little details.