Tips, Tricks - Flying C206 (P206A)
Wow.. .what a difference 10 years makes..
This thread started with 10-12 widea$$es harping on about hamburgers and their high school driving lesson..
The thread started 10 years ago actually had some useful advice...
How Pprune has degraded over the years...
C206 tip..
1" power reduction per minute.. avoids thermal shock. Consult your local friendly Chief Pilot for their take on it...
Don't forget to lean her out.. esp if it's your first big single... might find your fuel consumption rate isn't what you planned for if you forget to lean it... again, consult company S.O.Ps...
This thread started with 10-12 widea$$es harping on about hamburgers and their high school driving lesson..
The thread started 10 years ago actually had some useful advice...
How Pprune has degraded over the years...
C206 tip..
1" power reduction per minute.. avoids thermal shock. Consult your local friendly Chief Pilot for their take on it...
Don't forget to lean her out.. esp if it's your first big single... might find your fuel consumption rate isn't what you planned for if you forget to lean it... again, consult company S.O.Ps...
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Gate 15
You are kidding me
You would not know shock cooling if it bit you onthe arse.......well you might, from 7500 to sea level in 1.5 minutes......the shock cooling is when? Answer when you hit the water
Stupid moronic statements like that only carrythemyths forward another generation. Learn to fly the plane properly and then myths and silly 1"/1000 OWT's are meaningless as they should be.
J
You are kidding me
You would not know shock cooling if it bit you onthe arse.......well you might, from 7500 to sea level in 1.5 minutes......the shock cooling is when? Answer when you hit the water
Stupid moronic statements like that only carrythemyths forward another generation. Learn to fly the plane properly and then myths and silly 1"/1000 OWT's are meaningless as they should be.
J
The 1" per minute isn't a bad tip actually, generally not thermal shock though as far as i'm concerned having flown 206s on skydive descents, but I was always taught its a good habit to get into for when you start to fly turbo/turbine twins, doesn't hurt with a single and ingrains it early! But once again that depends on your CP, others might not be impressed with the slight increase in flight-time.
As others said, do what the CP and the SOPs say, end of story really, they're checked by CASA before being approved so shouldn't be un-safe and if something does go wrong your arse is covered!!
As others said, do what the CP and the SOPs say, end of story really, they're checked by CASA before being approved so shouldn't be un-safe and if something does go wrong your arse is covered!!
Last edited by Ixixly; 22nd May 2012 at 13:55.
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Aussienick spot on. Main advice is take your camera cos the time spent flying a 206 especially if you are remote will be much of the stories you will tell and will wish you had a lot of photos. I am glad I did.
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Engine management tip keep the power upuntil in the circuit in nice warm fat air then fly the aircraft power asnecessary.
Read Jaba's comments he is on the money
Grade2/3 instructors know jack sh*t about sophisticated engine handling and an IO 520 is virtually indestructable in normal flight profiles.
Read Jaba's comments he is on the money
Grade2/3 instructors know jack sh*t about sophisticated engine handling and an IO 520 is virtually indestructable in normal flight profiles.
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T28D
As I am sure you will agree the problems are not the engines and aircraft, they are the complete lack of education in PPL and CPL training.
I just read another post above that said...."I was always taught..."
That is where all the problems start.
Funny thing is I read yesterday the rebuttle from Champion who employed some consultant to respond to the MSB issued last year by TAT for the TN Cirrus engines. Lots of rubbish surrounded with factual theories all to sell their point that heir product could not possibly be at fault. The competitor does not seem to suffer the same problem. Yet this published paper will be taken as gospel.
So the myth factories are still in full production despite a recession
OZBUS
Yes I have a full EMS and so should everyone else and if you read the JD articles I am sure you will get the same message.
As I am sure you will agree the problems are not the engines and aircraft, they are the complete lack of education in PPL and CPL training.
I just read another post above that said...."I was always taught..."
That is where all the problems start.
Funny thing is I read yesterday the rebuttle from Champion who employed some consultant to respond to the MSB issued last year by TAT for the TN Cirrus engines. Lots of rubbish surrounded with factual theories all to sell their point that heir product could not possibly be at fault. The competitor does not seem to suffer the same problem. Yet this published paper will be taken as gospel.
So the myth factories are still in full production despite a recession
OZBUS
Yes I have a full EMS and so should everyone else and if you read the JD articles I am sure you will get the same message.
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Thank god someone agreed with me! I wish I had nice straight C206's to fly in the bush....
I only bounced one, when I had a 15,000hr pilot as a pax...And that was at about that 200hr mark when you start getting cocky. But some of the other bounces that I saw while on the tarmac were pretty epic!
I only bounced one, when I had a 15,000hr pilot as a pax...And that was at about that 200hr mark when you start getting cocky. But some of the other bounces that I saw while on the tarmac were pretty epic!
Man Bilong Balus long PNG
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Struth! Just realised it was over 23 years ago I was poling C206 VH-AHX around the Moomba Gasfields. Never bounced once, even on some moderately rough Rig strips.
Noted that AHX was listed as 'Destroyed' in the Aussie Aviation mag register review quite some time ago.
Wonder what happened?
Noted that AHX was listed as 'Destroyed' in the Aussie Aviation mag register review quite some time ago.
Wonder what happened?
Last edited by Pinky the pilot; 23rd May 2012 at 04:13.
Don't just listen to what the CP says. He is not god. Still read the AFM back to front and learn what the aircraft manufacturer says about operating the aircraft. If the CP wants you to do something which is in contradiction to the aircraft manufacturer, simply ask why!
Pinky !
AHX met its doom about 10 years ago on the mud flats just south of Elcho Island NT (YELD). Engine failed and the pilot landed on the mud, but the thing nosed over onto it's back. Everyone ran away but AHX would fly no more.
I last saw it in laying under a tarp in the backyard of one Geoffrey William Hunt on the outskirts of Darwin, along with about 4,000 tonnes of Geoff's other spare aircraft bits spread over about a square Km.
The thing flew at Ngukurr for years in the 90's for Kath Meyering's Gulf Air. Mario, where are ya ?
AHX met its doom about 10 years ago on the mud flats just south of Elcho Island NT (YELD). Engine failed and the pilot landed on the mud, but the thing nosed over onto it's back. Everyone ran away but AHX would fly no more.
I last saw it in laying under a tarp in the backyard of one Geoffrey William Hunt on the outskirts of Darwin, along with about 4,000 tonnes of Geoff's other spare aircraft bits spread over about a square Km.
The thing flew at Ngukurr for years in the 90's for Kath Meyering's Gulf Air. Mario, where are ya ?
Man Bilong Balus long PNG
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Thanks for that TWZ. A sad ending to a fairly good 206.
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From memory
Keep a little power on during the flare and you will grease it on.
Leave too much on and then take it off because your speed is too high and it will drop like a brick and it will then give you an opportunity for another attempt (if you have enough runway left)
How much power you leave on will depend on the aircraft weight. Go forth and have fun.
Leave too much on and then take it off because your speed is too high and it will drop like a brick and it will then give you an opportunity for another attempt (if you have enough runway left)
How much power you leave on will depend on the aircraft weight. Go forth and have fun.
Another thing I found, personally, is that you seem to hold the nose a lot higher in the flare than in other machines I've flown, but that's a personal view.
Just like I seem to sit crooked in the lance, as if I'm looking towards the right side of the nose, not straight down it/
Just like I seem to sit crooked in the lance, as if I'm looking towards the right side of the nose, not straight down it/
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If the CP wants you to do something which is in contradiction to the aircraft manufacturer, simply ask why!
And when there is no EMS fitted to a commercial aircraft.....Ask Why?Just like the poor pilot who died for Whyalla. You too could be a victim of others bad practises.
Even those endorsed by the CP and the manufacturer.J