Renew IFR rating using a BE76
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Join Date: Jul 2023
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Renew IFR rating using a BE76
Afternoon all
I need help to renew my IFR Rating using BE76 does anyone know of a friendly flying school that can help as Bill Whitworth has retired
Cheers
I need help to renew my IFR Rating using BE76 does anyone know of a friendly flying school that can help as Bill Whitworth has retired
Cheers
Hello,
A word of advice. Many people will ignore you because your question can be answered by Google in about 30 seconds. A better thing to do would be Google it yourself and find out which schools have a BE76. Then ask people their opinion about the schools you found.
PS. There is no such thing as a friendly flying school.
A word of advice. Many people will ignore you because your question can be answered by Google in about 30 seconds. A better thing to do would be Google it yourself and find out which schools have a BE76. Then ask people their opinion about the schools you found.
PS. There is no such thing as a friendly flying school.
Last edited by Climb150; 10th Jul 2023 at 10:51.
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Are the FlyOz IFR pilots charter pilots too? I'm considering using them to do my IR as I have heard they have a good reputation
Some people were telling me to do it with a Part 135 operations and / or instructors who have flown charter before... Is it that necessary / advantageous?
*Confused*
Some people were telling me to do it with a Part 135 operations and / or instructors who have flown charter before... Is it that necessary / advantageous?
*Confused*
Are the FlyOz IFR pilots charter pilots too? I'm considering using them to do my IR as I have heard they have a good reputation
Some people were telling me to do it with a Part 135 operations and / or instructors who have flown charter before... Is it that necessary / advantageous?
*Confused*
Some people were telling me to do it with a Part 135 operations and / or instructors who have flown charter before... Is it that necessary / advantageous?
*Confused*
Nope they are kids. Freshly minted multi engine instructors with no real charter experience. The best option by far in the country is FAST aviation in lismore on the barons.
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Duchess doors. As a matter of interest has any reader experienced the occasional uncommanded door opening in flight in the Duchess? I had many years ago and submitted a CAIR report to BASIS.
The report was published in Issue11, Februaury 1996 and it turned out to be a common defect in the Duchess and not all due to pilot error either.
The report stated: On at least six occasions I have experienced a door coming open late in the takeoff run (usually rotation) . On one occasion the left door opened at VR and at 800 feet I purposedly hit the right door wwith my elbow (I was in the instructor seat) to confirm its security and to my dismay it came open. On another flight an instructor told me that both doors opened on rotation. Fine if experienced instuctor but potentially deadly with a low hour pilot.
All above on two Duchesses. No serious investigations took place - just told to slam the doors harder and check pins. Impossible to see hidden pins. Problem well known at other schools. Shoulders are just shrugged and put down to Duchess well known problem. It happens often I suspect and pilots always blamed. Recommend CAA investigateall Duchess door-locking mechanisms. In Australia suspect most events like this are not put in the MR and thus majority go unreported to CAA.
CAIR Note: Inquiries by this office indicate that events of doors coming open are well known to pilots. The events are not well reported to maintenance organisations. This offices suggests that maintenance organisations need to be made more aware that the door catches are a problem area and need extra attention.
Beechcraft published a Safety Communique subject Cabin door Operation/Openings which stated: There have been reports of recent accidents which followed a cabin door opening because the pilot did not make sure the door was properly laatched prior to take off. In each accident the pilot failed to continue to fly the airplane and either lost control or allowed the airplane to stall at low altitude.
The report was published in Issue11, Februaury 1996 and it turned out to be a common defect in the Duchess and not all due to pilot error either.
The report stated: On at least six occasions I have experienced a door coming open late in the takeoff run (usually rotation) . On one occasion the left door opened at VR and at 800 feet I purposedly hit the right door wwith my elbow (I was in the instructor seat) to confirm its security and to my dismay it came open. On another flight an instructor told me that both doors opened on rotation. Fine if experienced instuctor but potentially deadly with a low hour pilot.
All above on two Duchesses. No serious investigations took place - just told to slam the doors harder and check pins. Impossible to see hidden pins. Problem well known at other schools. Shoulders are just shrugged and put down to Duchess well known problem. It happens often I suspect and pilots always blamed. Recommend CAA investigateall Duchess door-locking mechanisms. In Australia suspect most events like this are not put in the MR and thus majority go unreported to CAA.
CAIR Note: Inquiries by this office indicate that events of doors coming open are well known to pilots. The events are not well reported to maintenance organisations. This offices suggests that maintenance organisations need to be made more aware that the door catches are a problem area and need extra attention.
Beechcraft published a Safety Communique subject Cabin door Operation/Openings which stated: There have been reports of recent accidents which followed a cabin door opening because the pilot did not make sure the door was properly laatched prior to take off. In each accident the pilot failed to continue to fly the airplane and either lost control or allowed the airplane to stall at low altitude.
Me Too, BE76 door popped, fresh air...
I did my initial twin endorsement on the BE76 at YPPF.
Briefed about the doors that the tolerance of the latching mechanism was small. Always briefed to have storm windows open when closing the doors to make sure that the doors shut properly (obviously shut storm windows after). Then checked door security with firm outward pressure on the door body when doing pre-takeoff checks.
Had it happen to me once. It happened just on rotation at YPPF, It happened, as I suspect, as the airframe flexed with the flight loads coming on, the LHS door was able to pop open by about 10 cm, no wider. Slight surprise, but aviate first!
No biggy. I rejected the take-off (I was less than blue line), had plenty of runway ahead. Tower amused (made up for a slow day).
Taxied off, shut down, told maintenance, had doors checked.
Given another Duchess to fly, no problem.
And I didn't get charged for the rejected take-off...
The only other problem I had during a BE76 was an alternator go offline whilst I was in controlled airspace over Adelaide, yes I cycled the on-off switch and circuit breakers but couldn't get it to reset (subsequently found due to a wire coming off the alternator). I declared a PAN because I was concerned that the failure might be a sentinel event of something else happening, so I was being cautious. I Reduced my electrical load to a minimum. The Adelaide guys were fantastic and were checking in on me regularly before I was transferred to YPPF tower.
I am forever grateful to my initial training instructors and check ride instructors. I was fortunate to have good ones (mostly...).
Briefed about the doors that the tolerance of the latching mechanism was small. Always briefed to have storm windows open when closing the doors to make sure that the doors shut properly (obviously shut storm windows after). Then checked door security with firm outward pressure on the door body when doing pre-takeoff checks.
Had it happen to me once. It happened just on rotation at YPPF, It happened, as I suspect, as the airframe flexed with the flight loads coming on, the LHS door was able to pop open by about 10 cm, no wider. Slight surprise, but aviate first!
No biggy. I rejected the take-off (I was less than blue line), had plenty of runway ahead. Tower amused (made up for a slow day).
Taxied off, shut down, told maintenance, had doors checked.
Given another Duchess to fly, no problem.
And I didn't get charged for the rejected take-off...
The only other problem I had during a BE76 was an alternator go offline whilst I was in controlled airspace over Adelaide, yes I cycled the on-off switch and circuit breakers but couldn't get it to reset (subsequently found due to a wire coming off the alternator). I declared a PAN because I was concerned that the failure might be a sentinel event of something else happening, so I was being cautious. I Reduced my electrical load to a minimum. The Adelaide guys were fantastic and were checking in on me regularly before I was transferred to YPPF tower.
I am forever grateful to my initial training instructors and check ride instructors. I was fortunate to have good ones (mostly...).
