That's funny. The only thing that makes it dangerous is pilot decision making.

karmutzen wrote: ↑Thu Oct 26, 2023 8:34 am

Why not divert to nearby YYJ, with long wide runways, fire rescue, maintenance? Did everything work normally after the strike?

They departed CYYJ and returned to CYYJ.

The accident report takes the position that a 3° approach is optimal for this aircraft: At this point, a descent path of 3.9° would have been required to cross the threshold at 50 feet AGL; this was significantly steeper than an optimal or typical descent path of 3°. it began to sink below the opti...

2 comments:

1 It says "preferred" so don't mislead.
2 They're hiring, they can ask whatever they want, for whatever reason they want.

PilotDAR wrote: ↑Wed Mar 15, 2023 1:47 pm Yes, Sealand has a set of amphibs for it, and we'll do more flight testing in that configuration this spring.

Awesome

Yes, the intake is large, there are two radiators (lower), and two intercoolers (upper). There are two high pressure fuel pumps. everything other than crankshhaft and reduction gearbox are left and right duplicates. You can (and I did) switch off half the engine, and the other half continues to run...

7ECA wrote: ↑Thu Mar 09, 2023 10:24 pm That's pretty darned good performance for a Beaver, of any stripe, and impressive climb performance too.

Any concerns around higher cruising speeds and airframe stresses, like the DHC-3T modifications?

The otter had the same limitations before the turbine conversion.

‘Bob’ wrote: ↑Sun Feb 12, 2023 10:27 am It’s Australia so it’s soy fit.

It’s hard to avoid the ground when it’s above you.

Soy-feet

This thread is comical.

Should add AC type as 703 left seat could be a C185 C208 or king air etc

Funny we never hear such grace for fatigue when it's a GA pilot, even a student pilot, who exits the runway. Then it's just how stupid they must have been, and it's great sport to hang that pilot. I'd think about that bias myself. Was the SP or GA aviator operating multiple hour segments through th...

It's common in 703/704 for the captain to do the before starts and start the engines while the FO is in the back briefing/cabin check. But what's also common is that nothing progresses until the FO is back in the cockpit and after start checklist completed.

Maynard , I think you have put a lot of thought into this, and I can't find anything in what you wrote that I disagree with. I think it's impossible to generalize about seaplane technique because of how many different kinds of aeroplanes there are, and how many different load scenarios, sea states,...

Maynard , I think you have put a lot of thought into this, and I can't find anything in what you wrote that I disagree with. I think it's impossible to generalize about seaplane technique because of how many different kinds of aeroplanes there are, and how many different load scenarios, sea states,...

digits_ wrote: ↑Tue Mar 08, 2022 8:44 am

ZachT wrote: ↑Mon Mar 07, 2022 4:05 pm Insurance would be a pain because of the "pilot error" part of it.

Why would it? If it was a lake, he was likely far enough away from everyone that it was legal to do what he was doing.

500' regulation? Not sure they could argue that he was practicing circuits in a 150 on an ice strip...

Good you left room for some difference of opinion. First of a all a boat prop is pushing from the back from below the bottom of the boat while on most planes the prop is pulling in the air from the front and way above the water so don't see the comparison other than they are both in the water. You ...

I just got started on the Beaver this spring and this thread has been very insightful. My biggest question: which is the fastest way to get it on the step ? I have been experimenting with pushing hard, rocking back and forth, trimming it all the way forward. I always managed to get it on the step e...

Vern wrote: ↑Mon Apr 04, 2022 8:11 am

Axial Flow wrote: ↑Mon Apr 04, 2022 5:32 am It has been pushed back until March 6 2023...

Where are you getting this info?

Edit: Yeah you are right

Any verbage confirming that?

Maybe fix the title

Is it true that all pilots flying floats commercially have to have taken the underwater egress course starting this season. If so, are all the companies going to be able to get their pilots the proper training in time? It’s been known for a long time so no excuse to not have them trained in time. C...

Fine. I get yall too busy flying to do proper research. Here are some bones. DR. MARK TROZZI: THE SCIENCE BEHIND THE COVID VACCINES & WHY THEY ARE SO DANGEROUS https://brandnewtube.com/v/Fqyn8L VAERS data https://takeactioncanada.ca/wp-content/uploads/2021/06/Vaers-May-28-2021.jpeg DR. SHERRI TENPE...

There wont be an investigation. 74 year old pilot in question was honest about the cause, just stated 'I screwed up'. Nothing to investigate. It was quite a refreshing read actually. Imagine that, a pilot that bent an airplane and is not hunting high and low for some way of deflecting the blame els...

valleyboy wrote: ↑Thu Mar 18, 2021 1:37 pm
I have hauled many gallons/litres of bulk fuel and gas. The only aircraft with a "comfortable" system was the Herc.

You need to add fuelboss to that list . No bladders, no barrels, no configuration changes.

Isn't this exactly why degrees were considered useless?

"I have a degree from 20 years ago, and 0 experience in the field. Hire me over that 22 year old grad. I'm in my 40s and might stay, but I get a boner with big planes so I'll probably leave soon."
Like said, get a trade.

On a III, Amber NWS fail light means its uncommanded hyd pressure, leave the NWS on.
Green Nose Steering flashing means disagreement between pedals and nose gear (3 degrees i think). Disengage and revert to castor.
You can spend a day looking up cadors involving metros going sideways on landing.