I consider a high performance airplane as one that has
cruise speed above Va, because it requires a deft touch in a
spiral recovery since you are always above the speed where
you can break the airplane. You are trimmed for, let's say
175 and get into a spiral. By the time you discover the
error and begin recovery you are 25-50 knots above Va. You
do the recovery the way you were taught and pull power,
level the wings and pull the nose up. You also die.
The trim is going to do the pull up as you get the bank
angle into the 30 degree or less range since you are very
much above trim speed. The proper recovery in such a plane
is pull the power, hold the wheel forward and level the
wings, controlling the rate at which the nose comes up to
control the G loads. That is my definition. But the FAA
says that it is just anything with an engine over 200 hp.

FAA Part 1.1
Large aircraft means aircraft of more than 12,500 pounds,
maximum certificated takeoff weight.



§ 23.66 Takeoff climb: One-engine inoperative.
For normal, utility, and acrobatic category reciprocating
engine-powered airplanes of more than 6,000 pounds maximum
weight, and turbine engine-powered airplanes in the normal,
utility, and acrobatic category, the steady gradient of
climb or descent must be determined at each weight,
altitude, and ambient temperature within the operational
limits established by the applicant with-

(a) The critical engine inoperative and its propeller in the
position it rapidly and automatically assumes;

(b) The remaining engine(s) at takeoff power;

(c) The landing gear extended, except that if the landing
gear can be retracted in not more than seven seconds, the
test may be conducted with the gear retracted;

(d) The wing flaps in the takeoff position(s):

(e) The wings level; and

(f) A climb speed equal to that achieved at 50 feet in the
demonstration of §23.53.



In-flight acoustic measurements on a light twin-engined
turboprop ... In-flight acoustic measurements on a light
twin-engined turboprop airplane ... levels inside and
outside the cabin of a twin-engined turboprop airplane. ...
adsabs.harvard.edu/abs/1985bbn..reptQ....W - Similar
pages



Light Twin Performance Characteristics From the
transitioning pilot's point of view, the basic difference
between a light twin and single engine airplane is the
potential problem involving engine ...
avstop.com/AC/FlightTraingHandbook/LightTwinPerformanceCharacteristics.html
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[PDF] Subject: Pilot Transition Courses for Complex Single
Engine and ... File Format: PDF/Adobe Acrobat - View as HTML
Complex Single-. Engine Airplane Transition Training
Syllabus. Light Twin-Engine Airplanes. The syllabus in
figure 2 may be used for either of two purposes; ...
www.airweb.faa.gov/.../rgAdvisoryCircular.nsf/0/9fb4b32f92b4de56862569b9007093eb/$FILE/ATT4Q7X4/AC61-9B.pdf
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"Mortimer Schnerd, RN" mschnerdatcarolina.rr.com wrote in
message
...
| Jim Macklin wrote:
| E90 King Air, F90 King Air 200 King Air. The 300/350 is
a
| transport over 12,500 pounds and has to do it.
|
|
| You call those light twins? I call them turboprops. To
me a light twin is one
| where you can't walk down an aisle inside... ie, smaller
than cabin class. That
| means airplanes such as the Duchess, Seminole, Aztec,
Seneca, C-310, etc.
|
| Compared to airliners, sure, I can see where you might
consider a King Air a
| light twin. But very few of us get to start in one and
yet I do have a bit of
| twin time, mostly in light twins and maybe a third of it
in cabin class. I
| doubt any of them could get out of their own way on
takeoff with only one fan
| turning.
|
|
|
| --
| Mortimer Schnerd, RN
| mschnerdatcarolina.rr.com
|
|