You believed the fuel gauges on a King Air? Ha Ha
Ha!...........What-a-Gotcha. They are so totally unreliable. Your engine
failure was weird, and written up in the airframe logs for the fix.

Best,
Karl Curator

"Jim Macklin" wrote in message
...
So far, the only engine failure I've had on a King Air was
caused by a broken nacelle tank vent on an F90, discounting
a flameout due to no fuel on board even though the gauges
showed almost two hours fuel. But manual fuel control does
make sense and is a requirement on the singles, I think.

I do like the big tail surfaces, great control and VG range.



"karl gruber" wrote in message
...
| I've actually had two PT6A-41s quit on me, both at cruise
in a straight
| KA200.
|
| Both were non-events, but it certainly has changed the way
I think of the
| Pilatus PC-12, and what's that other single, TBM 700?
|
| The failure rate for PT6s is unknown since the vast
majority are on King
| Airs and they simply fly home on one and get the fuel
control unit
| replaced...............which is the cause of 95% of the
failures. So much so
| that the singles have manual fuel control units and great
big emergency pull
| handles.
|
| The other reason the King Air is so good on one engine is
the nice big high
| lift wing. It's not fast but is sure hauls the load,
although I've seen our
| 350 at 305 Kts @ FL310
|
| Karl
| "Curator"
|
|
| "Jim Macklin" wrote
in message
| news | At light weight, the 90 thru E90 King Airs do pretty
well on
| take-off with an engine loss, but at gross they are
| definetly under-powered. The F90 has 750 hp and is
still a
| handful on one engine. I really like the 300-350 King
Air,
| it will perform just like advertised. An engine failure
| before V1 and you stop on the runway. Past V1 you have
| performance to continue into the air and to a safe
landing.
| Having 1050 hp gearbox and a 1700 hp gas generator
really
| helps. At a light weight, climb rate on two engines is
over
| 4,000 fpm, can't say how much, that is because the rate
is
| pegged. Didn't have a stopwatch running.
| Took off solo one day at Wichita for a short trip south,
had
| only 2 hours fuel. Departed 1 R at Wichita (1330 MSL)
and
| did a chandelle on take-off to the right. Rolled out at
| 9,000 feet MSL still over the airport.
|
|
| It was very gentle, except I did have to go back to the
| baggage compartment after landing in Oklahoma to get my
| chart bag, the steep deck angle made it fall down the
aisle.
|
|
|
| "karl gruber" wrote in
message
| ...
| |
| | "Jim Macklin"
wrote
| in message
| | ...
| | I sure hope you're talking about a "game" or PC sim
| Baron.
| | In the real world, there is no way in hell to keep a
| Baron
| | on the ground at 100 knots. They want to fly.
Fifty
| years
| | ago, the manual said you lifted off in 600 feet at
60
| mph.
| | That was well below Vmc and if an engine died, so
did
| you.
| |
| | I remember the day Beech sent out a new revision for
our
| King Air A90. All
| | it did was remove the short field takeoff section.
Just as
| you suggest for
| | the Baron.
| |
| | Karl
| | "Curator" N185KG
| |
| |
|
|
|
|