King Air 200 crash at Chigwell

[Ibbie]

London Executive Aviation aircraft,crashed on take off today (03/10/2015)

Full company press release here;

http://www.flylea.com/fileadmin/content ... 102015.pdf

[Alisoncc]

Both crew killed. Sad - RIP.

Forty years since I last flew a Kingie, out of Rand Airport RSA. Nice aerie, always handled well. Can't remember the model, suppose could always check log book.

Alison

[Ex-Ascot]

This is most odd. A twin coming down just after T/O. No, I don't do speculation. A few ideas come to mind.

Never flown one.

[Rwy in Sight]

Ex-Ascot,

I read several years ago in an aviation magazine from the left side of the Pond, that two engines should be treated like one delivering power from two outlets and another point that the second engine will have enough power to take you to the crash site. I have to note however that the article was discussing mainly light twins and IIRC mainly for privately flow aircraft. Any comments on those points?

[om15]

A King Air came down shortly after take off about three years ago at Hurn, fortunately came down on Parley golf course and they walked away, in that case it was incorrect fuel tank selection.
Condolences to families and people at LEA

[Ex-Ascot]

RIS I don't think that the 400 pax aboard my A300 would like to hear that. After V2 it has to remain airborne on one. 4 engines remain airborne on two. They are very much different systems and should be treated as such. You practice it all the time in the simulator.

Not sure if this aircraft comes under performance 'A' though.

[om15]

Typical Spec for an engine out on the B200 is 740 feet per minute climb. The FAR 25 Engine-Out Grad (ft/nm) is 364.
Depends on the modification state of the aircraft, the Raisbek winglet and strake mod together with the Blackhawk engine upgrade improves single engine performance.

[Rwy in Sight]

RIS I don't think that the 400 pax aboard my A300 would like to hear that. After V2 it has to remain airborne on one. 4 engines remain airborne on two. They are very much different systems and should be treated as such. You practice it all the time in the simulator.

Not sure if this aircraft comes under performance 'A' though.

So apparently those remarks apply only to GA aircraft. I knew about the limitations on transport aircraft. By the way how do you fit 400 pax on a A300? I have flown on one with 317 and it was fairly tight despite being single class.

[Ex-Ascot]

RIS probably. Never flown small twins commercially only para dropping with Islanders.

Ha ha my old friend. What you do is shove the seats close together. Remove a few toilets. With crew and children on laps you can shove in 400. Officially 361plus crew and kids. All approved and have to prove you can evacuate in 90 secs which we did. Oh the other thing is to close the limited loos when they get full and start slopping over and cut down on pax beverages. The joys of charter flights. Thank goodness I had my own extremely comfortable fully electrically adjustable seat with the best view. Not our own loo though but I did always shove to the front of the huge queue.

[500N]

Talking of big numbers.
I always chuckled at 674 people crammed into a 747B.
Would never happen now.
“It was a case of get on and hold on,”
“Every adult had a child on their lap.”

[Ex-Ascot]

1,086 Pax is the record on take off. It was 1,088 on landing due to two births. Can't give a link on my gadget but just Google it. Sorry about the thread drift.

[Rwy in Sight]

EX-Ascot, did you step on the toe of some one when younger? It seems you ran into some unique adventures. I have flown on a charter 757 and while I did not enjoy it (I was going through a period of things going wrong so it might have to do with that, let alone the 757-200 on LON-ATH route was unlucky for me) the flight was not that bad comfort wise. Ah yes and a last minute equipment change allowed me to fly on a 747-300.

Now for the tread at hand a very naive question - with a lot of respect to the crew: are they trained like an airline crew wit regular sims sessions or they are under a different status?

[Alisoncc]

Now for the tread at hand a very naive question - with a lot of respect to the crew: are they trained like an airline crew wit regular sims sessions or they are under a different status?

RiS, probably gets howls of dissent from the those higher up the ladder, but I would suggest they get one-hell of a lot more hands on flying experience than any airline crew. They actually get to fly the aeroplane instead of just monitoring a computer to make sure it doesn't screw up.

[Rwy in Sight]

Thanks for the answer. And in a difference from the other place no METAR has been announced.

[Ex-Ascot]

Alison, no I agree with you. It is why I did para dropping at weekends.

RIS when I worked for the airline the night ATH run from London was the worst.

[Rwy in Sight]

Ex-Ascot,

I had the opportunity to use that flight once (the other there was the equipment change and I was put on a 747-300 so it was better). As a matter of fact there were two, one on a 757 and one on a DC-10 within 15 minute I think. Yes It was bad.

[Ex-Ascot]

Hey mate, you didn't have to drive and take it all the way back again

[Rwy in Sight]

I thought you slept some hours in Athens, and fly out some 30 hours after you arrive. But I know what you mean.

[Ex-Ascot]

You must be joking. We even did London to Banjul return in a day.

[Rwy in Sight]

A small dirty secret - When I used the services of the brown charter airline to fly from EGKK to Athens, a Big Airline with blue and red livery flew the same route from EGLL and saw the crew disembark to spend the night in Athens. And this century, airlines having similar schedules let their crew overnight in Athens for a 7:00 am departure.

Maybe people flying for charters are tougher