I suspect my employer might have been a little over ambitious when that particular request was assigned to me. I suppose I might still hate that airplane because of it. It might be a joy to fly, but I want nothing to do with any of them.Nah, you're not special, we hate you all. Vent the tank, then fill the tip tanks to like half, then get all of your monkey-stuff and go over to the other side and half-fill the other tip-tank. Then gibber in to the radio whatever peasant-language, and go over to the other tip-tank, fill that. Then "ooh ooh ooh" and get back over to the other side and fill that one. Then fill the outboard. Then knuckle-drag over to the other side and fill THAT outboard. Then fill the inboard. Then fill the other inboard. ARE WE ASKING TOO MUCH? SHOULD WE DRAW YOU A PICTURE?
it has to be paired with a high wing to look proportionalBut you’d have that disproportionate Baby Dash tail back lol
Yes, the 400LS does look (and is) fast
Wow all you so called experts on the KA350 couldn’t be more wrong.
I’ve got thousands of hours on the default King Air 350 in FS2000 and I can tell you hitting F4 for full power on takeoff is the default procedure and even killing one engine at V1, I could climb it out at 110 knots no problem with auto rudder engaged.
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OH! I was wrong! There is SOME Waco experience like this. There are 2 of them I've ridden in - a souped-up Waco Taperwing that was built for Johnny Livingston to race. "The Question Mark Waco" (what it is called) has a Wright that is putting out somewhere close to 500hp. The other Waco was another one-off racing machine, the Waco CRG which had a really tightly wound Wright putting out 350-400hp. Both of these airplanes required strategic brake use to keep straight early in the take-off roll because power swinging a big prop overcoming undersized rudder.The 350 has no stop. You can push the operating engine right on up to 156% and it’ll overcome the rudder lickity split.
Looks like the gear is still down, too. If it was "topped off" as the NTSB preliminary says, it was overweight.RIP.
But man that looks exactly like I expected it to look and exactly like the other 2 king air crashes I've seen.
What "need to know" are you referring to? I missed it. I just finished a 350 recurrent at a big box training facility yesterday.“Dead-foot-dead-engine” doesn’t translate the this aircraft. The memory items don’t direct the pilot to verify that max power is actually applied. Also, the “need to know,” bit is on point because it can be heard throughout the corridors of a Dallas-area training company that has KA programs (and it apparently represents the standards for training).
This is one of those deals where what you don’t know can kill you.