As an A320 instructor , i wish i see lots of instructors like your good self around. Nowadays they lack the good calm technic and confidence. Good Job Capt. Safe Landings
What a great instructor - you stay on the trainee about maintaining that airspeed, but you never are rude, gruff or unpleasant about it. Also, that plane looks like a dream to fly!
That checklist point was a great point that i will be using from this day forward. This was an amazing video Captain. Id love to see more like this in the future.
Your instruction is excellent Guido! ...and even to us VFR PPL guys, the concept of not allowing a checklist to be interrupted is very important! As you say, if you feel there was an interruption, it is best to go back to the beginning of a check list and restart it. I have a great example of how that caused me to miss an important item - please share the video I have linked if you agree: The Aviation Accident Chain - RESET and Break it early! POV Flying
jeremypenuta It seemed Guido agreed the video was worth sharing - comments with links need to be approved; and I approve them when viewers comment with relevant, related links under my videos. Also, I'm doing ok with regard to view count, thanks for your concern though.
Perfect example of a task saturated pilot... There's a lot going on but he seemed to handle it very well! Guido if you're in the DXR / HPN area any time soon I would love to sit down and pick your brain on some teaching techniques!
Answer to Miguel (not able to do this directly in RU-vid): should you apply reverse thrust in case of engine failure before v1? YES - use everything to stop the airplane! Any high speed abort, say above 80 kts is very critical. Of course, reverse thrust single engine needs to be applied with caution. A bit wobbling right and left on the roll out is better than going over the end of the runway. Happy Landings, Guido
Thank you very much Patrick. The pilot I trained on the video is an FAA part 135 check airman himself now. Makes me very proud. Happy Landings, Capt. Guido
Guido, I love your instructional technique. You correct without being critical, and you explain clearly why these things are important. I also like that Bud is not hesitant to ask questions. Great video.
Thank you very much for you encouraging words, Mike. I am not a "formal" flight instructor, but I plan to to the license soon. It is very difficult to transfer knowledge in the correct, effective way. I am going through a learning process is this regard myself at the moment. Happy Landings, Guido
I wish I could have some lessons from you! This trainee is very lucky to have had you helping him with this engine failure simulation. I had to stop my flight training only after 4 hours. Became very expensive, I can not wait to start up again. I just found out the problem I was having with my landings that my CFI had not told me. I was not rounding out before the flare. I would just flare and always cause us to lift off again or bounce etc..etc.. So I have the technique down on my simulator and can't wait to see if I can transfer it over to real life! Safe Landings, Damen Grandel
Again a great video with an awesome 'Mentor' Guido! This B100 looks very much like C-GXRX that unfortunately went down in Vancouver a couple years back. The maintenance apprentice apparently did not secure the oil cap. His superior signed off as complete. The PIC (13,800+hrs) did not do a proper pre-flight inspection. Passengers boarding pointed out oil leak under left engine... which was not checked out further by the crew. During the flight the crew then noticed the oil leaking, reduced power to the left engine and returned to YVR. On short, they fell below VREF applied power to the right side...asymmetrical thrust, immediate upset to the left. They managed to partially recover, enough to save all the passengers (7) but unfortunately the two crew payed the ultimate price. Complacency has no place in the aviation world. Please Guido, be safe! You are too valuable for all of us. www.tsb.gc.ca/eng/rapports-reports/aviation/2011/A11P0149/A11P0149.asp
I was PIC on a Super King Air 200 and Lear Jets 35 and 55. Couldn't believe how the performance of the Lear 55 deteriorated coming out of Colorado Springs with a full load and slightly over on fuel weight. Would have hated to have to deal with an engine out under those circumstances. Even under ideal conditions at 900 msl the Lear would only demonstrate a rate of climb around 1500 fpm single engine.
+Terrence Bradley Hi Terence, I am almost sure that the King Air B100, if fully loaded, would not fly single engine at a hot & high airport. Thanks for sharing your Lear 35 and 55 experience. Happy Landings,, Guido
Thank you very much! The two middle levers are the propeller rpm levers. For the Garrett engines you have two settings: LOW (pulled back for ground operation only) and HIGH (for flight, push forward). Before take off, the pilot pushed the propeller levers forward and then set the friction lock knobs with the other hand. The friction locks prevent the levers from creeping backwards during the take off. Thanks for watching my videos & happy landings, Guido
Thank you! I will pass this on to Bud! It is all much easier on a high powered turbine aircraft, also some automated systems help. The Garrett does not have autofeather but something similar called NTS negative torque sensing. Basically, if the propeller drives the engine (bad...) the props are moved towards feather by dumping oil pressure. Happy Landings, Guido
Hi Kamil, best of luck for you flying career. Work hard, study hard and there should be no reason for you not being in a King Air or something bigger in time. Happy Landings, Guido
+Guido Warnecke Hi Guido! danke! flying lessons are so expensive and the govt just made minor changes to the airman certification. I need to get more comfortable flying in windy conditions and night.
Hello Guido, Thanks a lot for uploading such an instructive video! I will start my type rating on the King Air 65A-90-1 next week, a very early version of the 90 series (unpressurised military version converted into a civil aircraft). An engile failure simulation after take off is always a challenge for a student pilot, you need to spread your attention on many different items. I have a question for you. So far, I have always been taught to apply this procedure in case of one engine failure : 1. Maintain direction 2. Apply power 3. Clean the aircraft 4. Pitch for blue line. 5. Identify dead engine 6. Verify. 7. Feathher dead engine My FI always insisted to proceed this way and to say it aloud. The problem is that some FI didn't teach me in the same way. The first 6 items are the same but for one you need to look for the cause of the failure and a possible restart in case you can remediate it and only in case you can't, you feather the engine. For the other FI, you need to feather the engine directly and to look for the cause of the failure after because you will get better performances with a feathered engine. I tend to agree with the second version and to me it also depends on the phase of the flight. After take off, you need maximum climb performances so I would feather the failed engine (if the autofeather is already switched off). During cruise at high altitude, you have more time to look for the cause of the failure so it's maybe not necessary to feather it directly. It depends on the type of engine of course but what's your opinion about that? I will fly in single pilot operations (aerial photography). If you have some important advice for single pilot operations, I would be glad to hear them ! Thanks a lot to share your knowledge and many happy landings ! Renaud
What about rudder application after engine failure? The king air 350 crash in Addison Texas in 2019 was due to pilot error. Left engine failure left rudder applied initially, then right, but it was too late. 19 seconds after lift off I believe. NTSB report said 71 yr old pilot and 28 yr old co-pilot also failed to go over check list and emergency procedures prior to departure. I’m not a pilot, but I would like to be. Read and watch tons of aviation training videos and in general. Yes I’m weird I guess.
As always, first thing in the morning on RU-vid is to look for a new video from Guido! Learn so much about flying from you, could watch them all day. Keep up the great work.
I would love to have you as an instructor. Great coaching, communication and CRM there. Congratulations! Pd: I invite you to have a look at my videos. Hope you like them!
Addison Texas king air 350 crash on June 30, 2019 killed 10 people after engine failure. Two experienced pilots, new plane lost left engine during take off. All caught on video. NTSB says pilot error.
Your student did a terrible takeoff/emergency brief. I'd have 3 locations during the departure, if an emergency occurs. And CLEARLY state I am flying the plane, right seat handles radios.
This man is an amazing pilot. I stand in awe after every video. You are the best Guido! If I were only wealthy and healthy. We would share the skies together! A simple dream. Keep your Facebook alive. One of my faves of all time!
Guten Tag, Guido. The precision you display in your preparation prior to flying and also your operation of the aircraft is remarkable. That is a sensible format to follow if you wish to have a long and safe career in aviation. Thank you for your posts and inspiration.
+Southern Oregon Drone Flaps UP only if the aircraft is fully under control, best when it is stopped. The concern is that the landing gear is accidentally raised instead off the flaps. Some pilots raise the flaps on the landing roll out for better braking action. I am opposed to that. You think it cannot happen that a pilot raises the gear instead of the flaps? Do research. It is really amazing. It could happen to me as well. And to you. Only strict procedures and checklist adherence can minimize the risk. Same goes for "gear up" landings. Every pilot would say "cannot happen to me". There is a looong list of accidents. Thanks for your comment & Happy Landings, Guido
The King Air is a beauty whether it has the Tee tail or the standard horizontal stab. I would gladly pitch in some $$ towards Av gas someone needs a co-pilot for a local flight from KMLE or KOMA.
Greg S Thanks, Greg. I have flown both T-tail and conventions; I do not see any operational difference, but the T-tail looks taller and larger on the ramp. Happy Landings, Guido
Answer to Miguel (not able to do this directly in RU-vid): should you apply reverse thrust in case of engine failure before v1? YES - use everything to stop the airplane! Any high speed abort, say above 80 kts is very critical. Of course, reverse thrust single engine needs to be applied with caution. A bit wobbling right and left on the roll out is better than going over the end of the runway. Happy Landings, Guido
Hi Guido, GREAT vid wie immer :-) Kleine Bitte: könnten die textuellen Einblendungen/Erklärungen etwas länger stehen bleiben ?! Man muss ja drei Ebenen gleichzeitig bedienen: visuell, audio und Text lesen. Ich weiss ich weiss im Ernstfall habt Ihr da auch keine Zeit zum Nachdenken im Cockpit :-) Danke !
Dake. Ich versuche, dass im naechsten Video besser zu machen. Im Notfall kann man das Video ja anhalten. Das Flugzeug kann man leider im Flug nicht anhalten... Happy Landings, Guido
Mooseydog I try to respond to every request as long as the language is not bad. I had also bad experience in the internet, but generally in aviation it's ok. Flying is about learning and asking questions is a good way to learn, Happy Landings, Guido
+Terrence Bradley You are 100% correct, Terrence! That s the downside of training in the actual airplane vs. simulator. The B100 will not fly under these conditions. Happy Landings, Guido.
Hey I have a quick question, I noticed that you taxi with the prop levers retarded and the conditions levers in high rpm. Is this a standard taxi procedure for the kingair family? Secondly how far do you pull back the prop levers for taxi?
+Reynell Barnett Hi Reynell, this is a Garrett engine thing, non standard compared to all other King Airs equipped with P&W PT6 engines. By pulling the levers back, the engine runs with approx 65% rpm. Happy Landings, Guido
Ohh ok that clears up a lot, so for taxi in the kingair variations with the Pratts; having the prop lever at high rpm and the condition lever at low idle is fine?
Correct. You use high idle on the ground only if it is very warm, high elevation, the air conditioner is on or you have high electrical load on the generator. High idle = higher rpm = more airflow through the engine = lower ITT temperature. In Johannesburg, South Africa (ELEV 5400ft) I always had to taxi on high idle to keep the ITT in limits. Happy Landings, Guido
In small piston twin this might not be a good idea. In a B100 twin turbine, light loaded, you always fly away on an engine failure after take off (provided using the correct flying technique). Thanks for your comment & Happy Landings, Guido
Nicely done! You have good 'pre-emptive' thinking which would be an advantage in a real emergency! We could all learn from this - cool, calm and collected! Thanks!
again, great job 2 both. The real dangerous information was the possible lull in mental awareness during taxi. More dangerous than I realized. Look at airport disaster histories. Paul.
Thank you Paul! Mental awareness is required any minute, complacency kills. I was lucky many times and I learned my lesson. Thanks for watching my videos & happy landings, Guido
HI Marcelo, the engine on idle produces a lot of drag through the windmilling propeller. What we do during the "engine failure" simulation is to set "zero thrust". Just enough power is set to produce equal drag as an engine with the propeller in the feather position. Happy Landings.Guido
So in other words, is the same as if the engine would be completely shut down and propellers feathered, but the reason you keep it on is in case of an emergency it would be easier to get power as opposed if it was shut down it would take too long and possibly to late to get it going
That is correct! The flight was from Rockland KRKD to Bar Harbor KBHB. All the best for your flight training & happy landings, Guido PS: look out for the gliders at KBHB.
Hi Guido How does the B100 or 100 in general compare to the 200 series? Does the King Air crowd stay away from the 100's? Do you like the B100? Garrett power vs Pratt's? Thanks
There are very similar in performance. The Garrett requires generally more attention by the pilot to avoid excessive turbine temperatures. I like both Garrett & PW. Happy Landings, Guido
The aircraft lack of climb performance on one engine is scary. The aircraft will descend if an engine failure occurs with passengers and luggage onboard. This forces the pilot to dedicate a lot of intellectual resources to flying the speed +5/-0, leaving very little to the rest of the tasks which are to fly the departure, deal with the engine failure, declare an emergency and perform the emergency check-list. I hope the FAA doesn't allow these "old" aircraft to be flown single-pilot; if it does, good luck to those pilots and passengers!
Only the King Air 350 is certified to part 25, meaning there is a guaranteed climb performance. All smaller King Airs have only a limited single engine performance. I have flown thousands of hours single pilot in the charter industry and consider it safe - if the pilot is well trained and disciplined. The probability of an engine failure is very low but it needs to be trained. Happy Landings, Guido PS: although I understand and respect the anonymity of the web, I would appreciate if you could write your comment with your clear name - it's just more personal. Thank you!
When they fly skydivers out of these airplanes, they boot them out the door at 13,000 feet and are able to get the plane on the ground before the jumpers touch the ground. What do you do to the airplane to make it get on the ground so fast? What's the angle of the airplane, the bank, the descent per minute, the air speed and the other variables?
These steep descents are only possible in turbine powered aircraft. To prevent shock cooling, on piston engine aircraft you cannot pull the power off and nose dive the aircraft. I have done a lot of parachute jump flights in a C206. The typical time from 10,000ft to sea level is 9 minutes, around 1,000ft per minute average descent rate. Other aircraft like the turbine powered Pilatus Porter reach up to 5,000ft per minute. Happy Landings, Guido
+sumaket The propellers rotate (looking in flight direction) clockwise. Find out the critical engine. The climb performance in not significantly affected by the critical or the other engine out. The controllability however is and minimum speed . At most adverse conditions the minimum control speed in the Air is 85 kts (red line) Happy Landings, Guido
I tried this last week in the simulator at my local airport to see how id do and got to 4,000 feet engine failed and the plane went into a death spiral you are very skilled on the king air and wouldnt hesitate to have you as my pilot anyday
Thank you! These kind of small airplanes are not really certified for single engine operation. We had only 2 crew on board and half fuel tanks. If the airplane is full loaded - it looks different. Happy Landings, Guido
Mr.Guido The first thank you for video im finish few 2 month ago in my country (IL) The CPL. So today going learning Fcom & HandBook on B200 (Cuckoo - former military arct modified on civil series & conversion at Lbs to KG) Have some question i know on B200 series - the imitation use with Vmc on 1 Eng. procedure 1600RPM & PRM Idle. On B100 is it a similar? What a weight this arct? Series Engine PW if this not secret?
Hi Victor! Congratulations on your commercial license! I do not understand what you exactly mean with the limitation for the 1 Eng. Procedure. Could you explain further please. The King Air B100 has a MTOW of 11,800lb. The B100 is the only King Air that does not have PW PT6 engines. It is equipped with Garrett TPE331-6 or -10 engines. The rated power is 715HP. Happy Landings, Guido
Great video, Guido! Nice picture of the FO at the end by the way. If you don't mind me asking, what kind of hour requirements would one need before being in Mr. Haines' situation. (As in getting a job on a king air or a similar aircraft). I know it depends of course on the company, but a +/- precise answer would be greatly appreciated. Thanks !
Hi Sebastien, a commercial pilots license would be the minimum, around 250h total time. Typically 300-500 hours would be normal. As you mentioned, it depends on many factors. Happy Landings, Guido
Hi . Guido.Thats a King air.You know,I was born in Namibia and grew up in R.S.A.In my younger days I flew a vew times to Europe and that means nothing....big plane ..getting in and..you know.BUT.. in my twenties ,I got a job in Botswana..driving Safaris.The thing is ,I had to be every where.so I flew almost every day in these small planes and it was f...ing great.some pilots let me fly..and I did.I love these small planes while they are what they are...and I think ..so do you.flying is more than flying..
Hi Guido, how are you? Really nice video as always. I have couple of questions about this aircraft, - What do you use the low idle condition setting for in this aircraft? - And for taxi which propeller rpm setting donyou use? Thank you very much, hope to see more videos soon.
Hi Iñigo, This is a different engine compared to all other King Air aircraft. It can run only at 2 rpm settings: ground approx. 65% and in flight around 100%. During taxi, we bring the rpm down to 65% ground idle. Happy Landings, Guido
one of my favorite planes. I'm one step closer, but still far to being able to fly that plane. I just got my instrument rating like 3 weeks ago, so I'm currently working on my Commercial multi, then I'm getting my SEL add-on.
Hi Guido, Quick question, why do you keep the blade angles at a high pitch while you taxi? I've just started flying planes with a controllable pitch prop and we taxi with a low blade angle. Great video!
The King Air B100 with the Garrett engines has two rpm settings: Low idle (for ground operation) and high idle (for flight operation). Happy Landings, Guido
Good evening sir, I really must say, you make a fantastic teacher for teaching new people how to fly, you explain everything so clearly, I wanted to ask you if I may, do yu also pilot jet airliners as well as all of the smaller planes and jets that I have seen you fly on your videos? Thank you so very much.....
I'm under the impression you have an engine failure on twins. You don't exceed the Vmc of 3-5 degrees in a bank turn. You feather the prop if it's not equip with automatic feather and you add 5% to stall speed to avoid tip\stall crash at low altitude failures and you keep the aircraft in clean configuration. As well as make turns into the good engine. So what am I missing as the video shows a simulated #2 engine out. He banked left to not more then 5 degrees and turned into the good engines side. As well kept airspeed up and level flight. As he repeated blue line speed over and over..
+jeremypenuta This is true for a training aircraft. Larger aircraft have autofeather systems. If the pilot interferes to early, this could cause trouble. Happy landings, Guido
Alright, I had a question. Aren't you supposed to say your intentions in the cockpit? This trainee had lifted off the ground and imediately lifted the landing gear. What if that simulated engine failure could have occured right there at the time he did that. And there would be no warning as to turn back and land. And yet there still wouldn't have been time. I'm just trying to say, cockpit intentions are needed.
Hi Daniel, you have a good point here. The training was for a single pilot operation. I personally prefer to make "call outs" also during single pilot flying but this is not required. But I addressed tis point during the de-briefing after the flight. In a 2 crew flight it would be like: Pilot non-flying: "positive climb" Pilot flying: " gear up!" Thanks for watching my videos & happy landings, Guido
Very good engine operation and zero thrust from the "failed " engine handling. These King Airs are now a magnificent aircraft. Oh to be wealthy that I could have one and use instead of driving long distances by car at a ridiculous 110 KMh
Guido Warnecke Yes Guido,i´ll tried this in Flightsimulator FS2004.worked at first attempt, but it´s really tricky... Sorry for my bad english,my native language is German.
Great video, Guido. I had a check with an instructor last week as I had not flown the aircraft type since August. On climb out we had an aircraft joining crosswind behind us. My instructor said, "Can you see him?" and as I turned to look for it he said, "Let's give him some room," and pulled the power. It was great as it shows that engine failures can happen at any time and it's most likely going to be on the climb when you're distracted.
+David Woodward Thank you, David. Yes, engine failures can happen. They are very rare, especially in turbine aircraft. It is very easy to become complacent. Happy Landings, Guido
At 7:12 in the video when engine failure is simulated, is the engine actually switched off? I could not detect any deviation to the plane trajectory when the engine failure was simulated. Would the plane not veer to one side if an engine failed? Sorry if you think my questions are bit daft but I know nothing about flying a plane and I'm interested in what occurs when an engine fails.
To stupid questions in aviation... I just pulled back the engine to "zero thrust" simulation meaning it would be the same performance effect, compared to a failed engine with the propeller in feather position. The aircraft performance was in fact quite reduced, check in the video: several times I make the pilot aware to maintain "blue line" speed, which is the speed for best climb single engine. Sometimes we actually shut down an engine, but only at higher altitude and under very controlled circumstances. Thanks for watching my videos & happy Landings, Guido
Hi Mauricio, I used to work at KDXR in the Northeast USA. We do not offer training for external pilots, only for employees. All the best for your flying career & Happy Landings, Guido
my instructors were all raging jerks. They would literally bring a portable fan up with then and then take a dump into the fan and let it blow all over you right after doing a V1 cut, because the shit hits the fan all at once in real life
ChrisMillerLite I cannot make any judgement on your instructors as I do not know them. There is a thin line in training between overloading the student (and create a negative learning environment) or being to soft. The modern simulators help a lot to do realistic scenarios safely. As you pointed out a "real" engine failure at V1 with a fully loaded King Air B100 on a hot day is not a pleasant scenario - but it can happen. Happy Landings, Guido
Hi Alec, fear of height is a normal human reaction. Try to on a walk on a narrow wooden board in 5 inches of height. No problem. Do the same at 15 feet height - and it is a problem. Fear of height is normally not a problem among pilots, at least I have not heard anything. May be it is the fact that you are in "control" and sitting in a cockpit. Happy Landings, Gudio
Hi Guido, Excellent video & your trainee did very well! When I was a jet mechanic in the US Navy I was very lucky that I was allowed to start up & run at full afterburner power the engine on a Chance Vought F8-E Crusader fighter aircraft. The most important thing to do was monitor around 8 gauges that were analog. In the plane you are showing, it seems like you have more to keep your eyes on. Afterburner, 34,000 Lbs. of thrust that will exhaust the fuel supply (9,000 Lbs.) in 15 minutes. But what a rush when it is engaged! Kurt
Thank-You Guido I felt the same that I was lucky to be able to operate that monster. The feeling when after-burner was kicked in was amazing when the nose of the aircraft dropped about 3 feet, & strained at its tie-downs. I feared the chains would break, & send me & the plane across the aircraft carriers deck & into the ocean. I was only 17 years old when that experience happened for me, that is what I call a wake-up call! Not many civilians would ever get that experience in their lifetime. My only positive view of enlisting in the US Navy & doing so right at the beginning of the Vietnam War. Kurt
Hi Guido. The PF did not do any failed engine identification - simulated. Dead leg, identify, test throttle - if no change feather & secure engine(mixture cutoff). Is this not the procedure for King Airs??
Hi Vusa, the procedures in a jet / tuboprop are a little different from the ones in a piston twin. Turboprops are equipped with automatic propeller feathering systems. They work on the following principle: if the torque (produced power output) is low and the throttles are forward the systems assumes an engine failure. Hence the propellers are feathered automatically or are at least moved towards the feather position. If the pilot would pull back the throttle, like in the drill for the piston engines "identify-verify" you would really aggravate the situation, because the propeller would come out of feather. Because throttles back and low torque would be a "normal" condition. An engine failure is a much less critical event in a high powered turboprop than it is compared to a light piston twin. You can see this clearly in the video, when we do up to 500 feet per minute climb rate on one engine. The cleanup is then later done with checklist at safe altitude. Thanks for your comment & happy landings, Guido
Hi Jordan, I do not know exactly. You will probably not find a King Air or similar for under $1,200 per hour + instructor. It might be worth to investigate how much a training course in a simulator would cost. Companies are FLIGHT SAFETY, CAE Simuflite, Simcom. A minimum training time is 10 hours, could be more if no previous turbine experience. There is no King Air B100 simulator available, so we had permission from the FAA to do all training on the actual aircraft. Simulator training has an advantage that you can train all stuff without risk. As you see int he video, I simulated the engine failure only at 500ft for safety. In a simulate you would actually fail an engine just after lift off. Thanks for watching my videos & happy landings, Guido
Hi Tom, The King Air has 5 anti-ice switches, that need to be turned on before take off: 2 x pitot heat (left and right) 2 x fuel vent (left and right) 1 x stall warning heater. These are world-wide referred to as the "hot five". Please send me an email (address at end of video) and I send you a detailed cockpit photo showing these switches. Happy Landings, Guido
I remember when I was training for my multi-engine rating in the Seneca. We did a simulated engine failure after departure at +500 agl. As I was running the flow and 'securing' the engine, we had a 10 knot headwind shear to a 20 knot tailwind, which put us below Vmc. I distinctly remember shoving the yoke forward, increasing the airspeed, taking both throttles to the firewall, and saying a few choice words as we started descending. We only lost 100 feet thanks to the power that aircraft has, but that was my most humbling lesson in how critical good training is for any airplane to decrease response times and be able to deal with any situation. Oh, and your videos are awesome. Keep it up buddy!
Thank you, Justin. your experience shows clearly that engine out training mast be taken with greatest caution. I personally prefer the simulator for this. If something goes wrong, you "re-set" and do it again... Thanks for watching my videos & happy landings, Guido
Just had my first flying lesson on tuesday (in a little 152). When I watch your video I have to admit: lots of things to deal with in the case of... ;-) I enjoy watching your well made videos.
Nice video explaining procedures. Just curious have you flown a MU-2. I always liked the design of that plane but I read that it is important to take extra safety lessons on emergency handling with that plane. The control surfaces are a different design than the King Air. Keep up the good work with your videos.
I have not flown the MU2. It has the same Garrett engines. The roll steering is with spoilers. The wing is very small (half the size of a typical aircraft). Only with large flaps, normal landing speeds can be achieved. Flaps go over the entire wing span, hence no space for ailerons. This is why they used spoilers on the top of the wing for roll control. I hear it is a safe aircraft but it requires well trained pilots, especially in engine failures after take off. Although it is an aircraft below 12,500lb, the FAA imposed a mandatory "type rating" like training for this aircraft. The accident numbers, which used to be very high, dropped to normal levels compared to docile aircraft like the King Air. Happy Landings, Guido
