It’s doubtfull that it’s legal or practical to have your own spare fuel can up there in case of a slight homebase burn rate undercalculation, Indeed... dangerous goods on a pax flight!?! If you're flying a Navajo, and a gerry can of fuel is going to make the difference, you're already in bigger tro...

Apply carb heat to always keep the needle outside of the yellow arc.

This.

And, after applying carb heat, re lean the engine. This may change the effect of the carb heat a little too, which is a good thing.

Well... From my asking around... apparently not. I was speaking with an AMO client there today. The word is that as of the 15th of this month, the airport is no longer certified as such, and between the 15th and the 30th, the airport will be being decommissioned as an airport. After the 30th, zero o...

A permit is not the same as a license, Agreed. The wording of the OM Transfer Document leads to a fuzzy understanding of how "permit" should be interpreted between airplane and helicopter: 8. OWNER MAINTENANCE TASK CHECKLIST BY AIRCRAFT OWNER (APPENDIX C) 8.1 Upon completion of the authorization an...

I believe (though am subject to the knowledge of experts) that if you have a helicopter license that is a student permit for fixed wing. My fixed wing, was a student permit for my helicopter training. I'm guessing it goes both ways? I suggest that you present it that way, it's worth a try. Have a lo...

Years ago, I did an examination flight with an examiner in the 150 I'd owned for more than 20 years at the time (and was the only pilot during that period). As he examined me on paperwork, he picked out the journey log for the [my] plane (I'd started a new one when I bought it). He leafed through it...

Alternatively, you can snag the plane where it is right now, and then the AME can just sign it off as no fault found. Well..... If you have not just completed a flight in the plane, snagging it where it sits will probably incur considerable objection, with no benefit. Someone could ask how you dete...

Blub, This is one of those situations which is non ideal, and can only get worse the more you probe at it. You are right to want to document a snag. Regardless of your writing it down, you did take appropriate action in landing safely, and informing the owner/operator of the plane. Evidence of that ...

How would an unconnected observer on the ground recognize the difference between a partial power loss and a regular landing?

Whether the first thing the pilot did upon exit from the plane was kiss the ground or not....

Blub, I would write a comprehensive reply to reassure you, but those before me already have - what they said. You are responsible for the safety of the flight, do what you need to do to make the flight as safe as possible. If you do (or experience) something which requires a report, write that repor...

The wing damaged jump 185 to which I refer was in the Ottawa area, probably close to thirty years ago. I heard of the event through the jump organization I knew, and it was verified later, as a friend of mine bought the damaged wings and had them completely rebuilt for his amateur built 185 project.

Thread drift, but it's probably time anyway.... While doing mogas testing in a normally aspirated, carburetted O-520, in a 185, the objective was to find the absolute ceiling. I got it to 21,050 feet, but could not hold it there. I held it at 20,800 feet, stall horn tweeting, 75 MIAS, 12 in MP (full...

I can guarantee you that a mere moral with lackadaisical skill could pull way more than 3000 f a minute as a rate of decent.

And land afterwards?

When I flew jumpers in the 185, using modest, but applied skill, I would struggle to achieve such a rate....

You can descend with the propeller in full fine pitch, and the power at idle, up to the airpseed limitations of the airplane (considering the "yellow zone", flap limiting speeds, and abiding the red line), in calm air, without damaging the airplane, if shock cooling is also considered. You should op...

It concerns me a little that a 3000 FPM descent might be necessary as a part of a planned flight profile. To accomplish that descent rate in a piston GA single, you'll be being hard on something about the airplane, and passengers for sure if you have any. That being said, being alert to the possible...

No safety system is perfect, all have their risks. Once you've taken the underwater egress course, the balance of risks will be more clear to you. For my experience, the least risk for GA floatplane operations is when you wear your lifejacket, and carry on your person everything you will want to hav...

Yes, a seatbelt and life jacket saved my life, I wear them both when flying from the water. An underwater egress course is a good idea too!

The pilots were doing a familiarization flight south of Campbell River. I'm not at liberty to provide any details, that will have to come from authorized sources. The TSB has lots to work with to investigate the factors.

Well.... My initial reaction to the question is that beyond the simple work described in AC43.13-1B, all constant speed propeller maintenance has to be accomplished by an AMO, which has demonstrated a standard of maintenance quality control to TC. The installation of either type of propeller is desc...

I was not flying this flight. The two pilots are doing okay, the plane is less well. The airplane had more than 100 hours, and the engine had been very dependable throughout that flying. The TSB is investigating, and there will be lots of engine data to download from two onboard recording systems. I...