Small plane crash and burn .

frfly172

frfly172

Touchdown! Greaser!
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ron keating
Another small plane down in FLA ,no info yet on type,aircraft crashed and burned. Was in a field just off the airport.
 
frfly172 said:
Another small plane down in FLA ,no info yet on type,aircraft crashed and burned. Was in a field just off the airport.
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Do you have any sort of link? I can't find anything on it yet.
 
No link yet ,was reported on fox national news,nothing local yet.
 
Thanks for the link,not such a small plane.May they Rest In Peace.
 
Definetly not a "small plane" will be interesting to hear what happened. Very sad
 
I'm a SEL PP so how difficult are MEL requirements for single engine operation, are you required to demonstrate a engine out and complete return and land or is a just abbreviated show control? Seems like we're having problems with single engine operation lately
 
Wow. We had a power outage in our hotel room at that time. That explains it.

RIP.
 
I would think he should have had no problems with a single engine climb especially with only 4 pax. I believe the King Airs have auto feather so i would assume the 1900 would too.
 
Ryanb said:
I would think he should have had no problems with a single engine climb especially with only 4 pax. I believe the King Airs have auto feather so i would assume the 1900 would too.
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And.... There are acres and acres of farm fields to belly into out there.....

Look at the pic... he was 10 feet from one....:mad2::mad2:
 
Ryanb said:
I would think he should have had no problems with a single engine climb especially with only 4 pax. I believe the King Airs have auto feather so i would assume the 1900 would too.
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1900 has autofeather (assuming it functioned) and per the certification would be able to climb on one. It does fairly well down low like that single engine.
 
teejayevans said:
I'm a SEL PP so how difficult are MEL requirements for single engine operation, are you required to demonstrate a engine out and complete return and land or is a just abbreviated show control? Seems like we're having problems with single engine operation lately
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Some can be difficult, BE 1900 is much easier than most.

A lot of training is done on a single engine. First when you get the rating you do most of your training on a single engine. Then in his case the 135/121 (whatever he was) checkout requires single engine training and checkride, as well a reoccurring training usually every 6 month.
 
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Ryanb said:
I would think he should have had no problems with a single engine climb especially with only 4 pax. I believe the King Airs have auto feather so i would assume the 1900 would too.
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Absolutely.
 
frfly172 said:
Another small plane down in FLA ,no info yet on type,aircraft crashed and burned. Was in a field just off the airport.
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May want to edit your post now that there is more info. I opened this thread expecting to see peaces of a 152 or some LSA.
 
teejayevans said:
I'm a SEL PP so how difficult are MEL requirements for single engine operation, are you required to demonstrate a engine out and complete return and land or is a just abbreviated show control? Seems like we're having problems with single engine operation lately
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On an ATP type rating check ride or 135/121 ride done in a simulator, you will lose an engine exactly at V1 and will need to demonstrate a controlled climb, securing procedures, and a hand flown ILS approach to landing in near minimum weather conditions. If the check ride is done in the airplane it will not be at V1 and the weather is what it is.
 
You know what you do on a 1900 when you lose an engine on takeoff?

NOTHING.

Just maintain airspeed, take a breath, and sort things out. The plane feathers the engine and boosts the rudder. Like most turbo prop twins. The main thing a pilot needs to do is NOT PANIC, and don't be in a panic to land if you're not on fire. This plane will take off from Denver, fully loaded on a hot day, and still climb at 400 FPM with no special action from the pilots. In South Florida, there are not many obstacles other than a few radio towers and some high rise buildings. No reason to turn back, just climb straight out and decide what you want to do.
 
philiplane said:
You know what you do on a 1900 when you lose an engine on takeoff?

NOTHING.

Just maintain airspeed, take a breath, and sort things out. The plane feathers the engine and boosts the rudder. Like most turbo prop twins. The main thing a pilot needs to do is NOT PANIC, and don't be in a panic to land if you're not on fire. This plane will take off from Denver, fully loaded on a hot day, and still climb at 400 FPM with no special action from the pilots. In South Florida, there are not many obstacles other than a few radio towers and some high rise buildings. No reason to turn back, just climb straight out and decide what you want to do.
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Never flew a 1900 (but have flown King Airs), but I've never flown an airplane that you do "nothing". There may not be procedures to execute, but most airplanes can be a handful to keep coordinated and flying straight. Rudder boost, yaw damp, or whatever never seems to really do the trick imo.
So, in a way we are saying the same thing, but I just wanted to point out that it is work if losing an engine at V1.
 
teejayevans said:
The article saiid the pilot reported engine trouble just after takeoff
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Doesn't mean he necessarily lost an engine, perhaps it was just a precautionary landing and he screwed something up on the approach.
 
Kritchlow said:
On an ATP type rating check ride or 135/121 ride done in a simulator, you will lose an engine exactly at V1 and will need to demonstrate a controlled climb, securing procedures, and a hand flown ILS approach to landing in near minimum weather conditions. If the check ride is done in the airplane it will not be at V1 and the weather is what it is.
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Not sure where you got that idea, I got a V1 cut at V1 in the airplane (1900) on my type ride.

philiplane said:
You know what you do on a 1900 when you lose an engine on takeoff?

NOTHING.

Just maintain airspeed, take a breath, and sort things out. The plane feathers the engine and boosts the rudder. Like most turbo prop twins. The main thing a pilot needs to do is NOT PANIC, and don't be in a panic to land if you're not on fire. This plane will take off from Denver, fully loaded on a hot day, and still climb at 400 FPM with no special action from the pilots. In South Florida, there are not many obstacles other than a few radio towers and some high rise buildings. No reason to turn back, just climb straight out and decide what you want to do.
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Autofeather yes, there is no rudder boost in a 1900. Yaw damp didn't come on until 400 ft AGL (at my company). You sure as heck want to verify that it did autofeather as soon as you feel it yawing, otherwise you'll end up a smoking pile of debris if it didn't work.
 
KSCessnaDriver said:
Not sure where you got that idea, I got a V1 cut at V1 in the airplane (1900) on my type ride.
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Source: used to be a company check airman.

Things certainly may have changed over the years, but at one point it was considered unsafe to pull an engine at V1 in the airplane.

That said, is the 1900 a part 23 or 25 airplane? Technically part 23 aircraft don't have a V1 speed. I'm almost positive someone will come along and prove me wrong on that...
 
Kritchlow said:
Source: used to be a company check airman.

Things certainly may have changed over the years, but at one point it was considered unsafe to pull an engine at V1 in the airplane.

That said, is the 1900 a part 23 or 25 airplane? Technically part 23 aircraft don't have a V1 speed. I'm almost positive someone will come along and prove me wrong on that...
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Neither, its SFAR 41C (The 1900C at least)
 
KSCessnaDriver said:
Neither, its SFAR 41C (The 1900C at least)
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Okay... I'm unfamiliar with that. Guess I've been gone from the check airman thing too long. Guidance may have changed in a number of things.
That said, life is good as a regular 'ole line slug!!
 
philiplane said:
You know what you do on a 1900 when you lose an engine on takeoff?

NOTHING.

Just maintain airspeed, take a breath, and sort things out. The plane feathers the engine and boosts the rudder. Like most turbo prop twins. The main thing a pilot needs to do is NOT PANIC, and don't be in a panic to land if you're not on fire. This plane will take off from Denver, fully loaded on a hot day, and still climb at 400 FPM with no special action from the pilots. In South Florida, there are not many obstacles other than a few radio towers and some high rise buildings. No reason to turn back, just climb straight out and decide what you want to do.
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I think I would raise the gear once I had positive rate on the VSI. :rolleyes:
 
Kritchlow said:
Okay... I'm unfamiliar with that. Guess I've been gone from the check airman thing too long. Guidance may have changed in a number of things.
That said, life is good as a regular 'ole line slug!!
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Its somewhat between part 23 and part 25 requirements. Not quite as restrictive as 25 in terms of performance, but not like 23 either. Only a handful of planes were built under it in the 1980's (the regulations only lasted for 10 years, before they were sunset, to be replaced by Part 23 Commuter). I think the only planes built under it were Kingairs/1900s and Metros.
 
Unless they ordered it without it, rudder boost is on 1900's. It is listed as an option but I haven't seen one without it. I have seen them without autopilots, but not without rudder boost.

As an airliner, this plane is designed to fly away on one engine with no trouble. Only a stupid pilot could cause trouble by panicking. Sorry, can't cut any slack on this one. Only a severely aft CG could cause control issues, and again, it would come back to the pilot.

I've flown most variants of the King Air series and it's very hard to lose control of one.
 
RotorAndWing said:
I think I would raise the gear once I had positive rate on the VSI. :rolleyes:
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You would have already done that, but even if you didn't, it will still fly fine OEI, so long as you maintain blue line or better. Under the conditions of the day it should have climbed at well over 600 FPM.
 
philiplane said:
Unless they ordered it without it, rudder boost is on 1900's. It is listed as an option but I haven't seen one without it. I have seen them without autopilots, but not without rudder boost.
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You talking about the 1900D or 1900C? I never once saw a 1900C with it.

After looking at it, the rudder boost looks to be a 1900D system. So wouldn't have been on this plane.
 
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jmp470 said:
article states he hit a wire.
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Krome Avenue is several miles West of runway 27.... If he did hit wires close to the crash site.. there are larger things in play with this crash...:sad::sad:
 
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