Sport Pilot Talk

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Pure speculation on your part. At this time there is nothing to indicate that the cause of the crash had anything to do with how many engines the aircraft had.

Here's the preliminary report:
http://www.ntsb.gov/aviationquery/brief ... 4112&key=1

The crash sequence was initiated by an endine failure. And apparently, the pilot's actions in response to the failure were wholly inadequate, as if he wasn't AMEL rated.

Although failure to step on rudder does nothing for us as LSA pilots, there's still a lesson. The pilot found time to declare an emergency and report that his left engine failed, but all the while his flaps were down (and most impossibly, the rudder remained straight -- I'm not sure if that is going to be confirmed). So, aviate first! Communicate later.

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CTLSi wrote:To say its pilot error is motherhood. All crashes are pilot error whether misjudging weather, misjudging terrain, or failing to make panicked adjustments for an engine out.

In this case, its a twin engine. The engine still running was not enough to avoid the tragedy. A point I make for those that think twin engine aircraft are inherently safer due to engine redundancy. Most people forget that the extra dead engine weight immediately affects torque and W&B.

Once again, you are fulll of crap and have no idea what you are talking about.
Until you educate yourself on multi-engine operations, why don't you cut the stream of BS.

CTLSi wrote:To say its pilot error is motherhood. All crashes are pilot error whether misjudging weather, misjudging terrain, or failing to make panicked adjustments for an engine out.

In this case, its a twin engine. The engine still running was not enough to avoid the tragedy. A point I make for those that think twin engine aircraft are inherently safer due to engine redundancy. Most people forget that the extra dead engine weight immediately affects torque and W&B.

The climb rate for the King Air 200 is 745 fpm on one engine. Lack of taking corrective action in a timely manor by the pilot was the problem.

BTW, the position and weight of the engine does not change whether it is running or not.

SportPilot wrote:Mixture, props, throttle, flaps, gear, identify (dead foot, dead engine), verify (power back) , feather, all while maintaining Vyse, slight bank toward good engine, and standing on the good engine rudder or as necessary for directional control. That's pretty much what I remember and all before doing anything else. Sounds like he did none of this.

Based on the narrative, it sounds like the airplane got below Vmc, resulting in directional control being lost.
Right after takeoff or just at rotation, during that scenario, there was a lot going on . . . a handful, especially for a solo pilot.

With that particular airplane, getting that rudder in is so important, as well as Vyse . . . . once at Vmc, power MUST be reduced to regain directional control (unless there is lots of altitude below to dive and accelerate).
What follows is acceptance for what ever is in front of you. Hopefully . . . some runway left to land on.

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