985 warm starts are straight forward. While cranking the engine over a few blades with mags OFF, pump pump pump with the throttle then back to just a p*ssy hair above idle and hit the mags. It'll start every time.
Cold starts are a bit move involved. You've have to give'er three good primes (or more depending on how cold) wobbling to 5psi. Then use the same tech. as warm start. Be ready to wobble if the engine tries to die. Never ever save a dying 985 by pumping the throttle. It's bad news.
RJ
Beaver Info
Moderators: sky's the limit, sepia, Sulako, North Shore, Rudder Bug
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Intentional Left Bank
- Rank 5
- Posts: 319
- Joined: Mon Feb 16, 2004 12:31 am
I used to always prime for a cold start, but for a warm start I used the three pump throttle method--against SOPs but it worked better.
I also used to always lean the mixture for the warm-up (as too I did on most Continentals). Don't know if it helps or hurts, but it smoothed things out wonderfully. Only forgot to put the mixture to rich for take-off once. You'll always remember after that.
My employer at the time was dead set against leaning for cruise (even though I usually flew at 5000 ft+, but again, I found it ran much smoother and I got much better fuel burn out of it. Never had a single engine snag. Only flew the 985 for 500 hrs mind you.
I also used to always lean the mixture for the warm-up (as too I did on most Continentals). Don't know if it helps or hurts, but it smoothed things out wonderfully. Only forgot to put the mixture to rich for take-off once. You'll always remember after that.
My employer at the time was dead set against leaning for cruise (even though I usually flew at 5000 ft+, but again, I found it ran much smoother and I got much better fuel burn out of it. Never had a single engine snag. Only flew the 985 for 500 hrs mind you.
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ragbagflyer
- Rank 7
- Posts: 720
- Joined: Wed Feb 01, 2006 10:45 pm
- Location: Somewhere rocky or salty.
oil capacity
I've been searching the net but can't seem to find the oil capacity of the r-985. Also wondering what the max allowable oil consumption is. I seem to recall hearing 12 litres/hour.
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ragbagflyer
- Rank 7
- Posts: 720
- Joined: Wed Feb 01, 2006 10:45 pm
- Location: Somewhere rocky or salty.
oil capacity
I've been searching the net but can't seem to find the oil capacity of the r-985. Also wondering what the max allowable oil consumption is. I seem to recall hearing 12 litres/hour.
The Beaver oil tank has a capicity of 5 Imperial gallons.
As for consumption - never seen it printed anywhere, at 12 L per hour your looking at 2.6 imp gallons - id say thats way too much.
I've seen some use 1 L per 3 hours and some use 1 gallon per 3.
Most often I hear its bad news if you use more than 1 gallon per hour.
As for consumption - never seen it printed anywhere, at 12 L per hour your looking at 2.6 imp gallons - id say thats way too much.
I've seen some use 1 L per 3 hours and some use 1 gallon per 3.
Most often I hear its bad news if you use more than 1 gallon per hour.
Just to clear up a few things for you "EXPERTS".
Musicman, where did I ever say that you were the one I was talking about when I refered to the primer not squirting the fuel into the barrel?? Don't take offense to stuff that is not referring to you..
Jeremy, don't take it personally but how many hours do you have on a beaver???
The Beaver has an oil tank that has a capacity of 5.25 imperial gallons. By the book, you are allowed an oil consumption of 1 GPH.
For starting it, I'm sure you have all reviewed section 2 of PSM 1-2-1 which does of course let you know how to start it with unheard of things like inertia starters and auto rich carbs..
I'd love to be the contracting AMO for all of you who like to pump the crap out of the throttle to start it when it's cold..
Cheers all..
Musicman, where did I ever say that you were the one I was talking about when I refered to the primer not squirting the fuel into the barrel?? Don't take offense to stuff that is not referring to you..
Jeremy, don't take it personally but how many hours do you have on a beaver???
The Beaver has an oil tank that has a capacity of 5.25 imperial gallons. By the book, you are allowed an oil consumption of 1 GPH.
For starting it, I'm sure you have all reviewed section 2 of PSM 1-2-1 which does of course let you know how to start it with unheard of things like inertia starters and auto rich carbs..
I'd love to be the contracting AMO for all of you who like to pump the crap out of the throttle to start it when it's cold..
Cheers all..
To start a Beaver cold prime between 4 and 8 depending on how well your primer draws. If it's hot pump the throttle 4 or 5 times before cranking it over, or prime it twice. Don't get into the habit of pumping while turning or you may find yourself running around with a fire extinguisher or walking around the dock looking for blown off exhaust parts.
Hot start: I used to start the cranking, mags on, pump the throttle 2X and then crack it a C.H. and it always started. Always.
On the larger radials, you start the engine with the primer and run it on the primer, bringing in the mixture when it is firing on all.
On the larger radials, you start the engine with the primer and run it on the primer, bringing in the mixture when it is firing on all.
"What's it doing now?"
"Fly low and slow and throttle back in the turns."
"Fly low and slow and throttle back in the turns."
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Ernie Cryinghead
- Rank 1
- Posts: 16
- Joined: Thu Oct 05, 2006 9:23 am
.
Last edited by Ernie Cryinghead on Mon Jan 26, 2009 8:49 pm, edited 1 time in total.
fuel burn dhc2
i found that below 5000 standard day approx 18 imp hr 27.5 inches & 1750
rpm . Never the less I like to plan for 20 per hour and tank extra gas cus I,m an old guy who believes that the only time u got too much gas is when your on fire. Besides where a lot of beavers go gas can be hard to find it and it sure is nice to have extra just in case.
My favorite bird the beaver a cross between a lazy boy and a tractor
rpm . Never the less I like to plan for 20 per hour and tank extra gas cus I,m an old guy who believes that the only time u got too much gas is when your on fire. Besides where a lot of beavers go gas can be hard to find it and it sure is nice to have extra just in case.
My favorite bird the beaver a cross between a lazy boy and a tractor
beaver flap settings
In respect to flaps first read the manual which states that full flaps is for emerg. I have used full flaps for float ops to get in a real tight spot to avoid big water but beware it will sink and you need lots of power to arrest the sink and if your real heavy the characteristics are much more significant. You will find that a Beaver can tuck in real tight with landing flaps and a side slip just practice when empty on deadhead legs.angry inch wrote:How much flap would you "experienced" drivers drop for a decent short landing over obstacles?? I'm told it's a rock at any more than "Landing" flaps & forgive me if I'm wrong, but isn't there still a "Full" flap setting a ways beyond that?? Does this much ever get used?? Also is there much of a difference between wheels & floats regarding flaps usage?? And finally, what does full flap work out to in degrees??
Thanks for sharing!!
Flaps on the Beav
When I started flying the beav, after a few hours I really felt like it was a flap management airplane. They really effect the plane in a more noticable way then do cessnas for instance.
Ever so often one of the other pilots where I work, would surprise me on a "staff" flight with a landing that was so entirely short, you couldn't believe it. Sometimes, one of the experienced guys would do one of these ridiculously short approaches on the short side of the lake...and I wouldn't think we'd make it into the lake....and sure enough....we'd be adding power on the hold-off..(and not to keep from smacking down either). The beaver is unabelievable...and I never saw any of the landings done with full flaps. Our chief pilot says, he has never ever done a landing in full flaps in 32 years.
So I sort of feel like an idiot, cause I've done it twice. Both times were mistakes. I got lucky that I didn't run out of elevator when i went to round out.....well acutally....I did run out of elevator...it just so happened to be when I was level with the water and luckily....not dropping over 200/minute....yada yada yada. (surprisingly smooth...but not really short)
Its the approach speed I find that really effects how short of a landing you can make with the beaver...and naturally, the flaps allow you to go slower and slower .....and....well....best not figure out the hard way how slow to go. I found on a calmer day, for a really short landing, that I could come in on approach with (as I remember)...something between takeoff and landing flap at about 60 kts (and I worked up to that...not something I did on my first day).
I guess landing distance is a function of, "how slow'll you'll go", flaps, and technique in the roundout/holdoff touchdown...and.....dig if you choose to use that as well. Personally, its not really a problem to land in a beaver...its the takeoff thats the issue. If your landing in a lake that will rise a foot in urine from last nights beer....well....you just may get in....but good luck getting out with those 4 fat guys and all they're ridiculous gear.
Well, it seems ironic to me that Im posting advice on the beaver, on a thread I started before I ever flew a beaver....but...whatever...its getting cold and now Im in the hibernative state waiting for the ice to come and then....GOOOOOOO and...then jump back in a beaver and "git-er-done fer gad". I'm a few beers in right now too....soo....excuse the running on..
Anyway boys and girls...have a good night (oooooohh...and don't crucify me with all the bull%$#$ I've said tonight....just think of all the times you've scared yourself in airplanes before you throw your two cents...god knows you wont find a post on here where I've said someones done something stupid...thats just bad karma)
Ever so often one of the other pilots where I work, would surprise me on a "staff" flight with a landing that was so entirely short, you couldn't believe it. Sometimes, one of the experienced guys would do one of these ridiculously short approaches on the short side of the lake...and I wouldn't think we'd make it into the lake....and sure enough....we'd be adding power on the hold-off..(and not to keep from smacking down either). The beaver is unabelievable...and I never saw any of the landings done with full flaps. Our chief pilot says, he has never ever done a landing in full flaps in 32 years.
So I sort of feel like an idiot, cause I've done it twice. Both times were mistakes. I got lucky that I didn't run out of elevator when i went to round out.....well acutally....I did run out of elevator...it just so happened to be when I was level with the water and luckily....not dropping over 200/minute....yada yada yada. (surprisingly smooth...but not really short)
Its the approach speed I find that really effects how short of a landing you can make with the beaver...and naturally, the flaps allow you to go slower and slower .....and....well....best not figure out the hard way how slow to go. I found on a calmer day, for a really short landing, that I could come in on approach with (as I remember)...something between takeoff and landing flap at about 60 kts (and I worked up to that...not something I did on my first day).
I guess landing distance is a function of, "how slow'll you'll go", flaps, and technique in the roundout/holdoff touchdown...and.....dig if you choose to use that as well. Personally, its not really a problem to land in a beaver...its the takeoff thats the issue. If your landing in a lake that will rise a foot in urine from last nights beer....well....you just may get in....but good luck getting out with those 4 fat guys and all they're ridiculous gear.
Well, it seems ironic to me that Im posting advice on the beaver, on a thread I started before I ever flew a beaver....but...whatever...its getting cold and now Im in the hibernative state waiting for the ice to come and then....GOOOOOOO and...then jump back in a beaver and "git-er-done fer gad". I'm a few beers in right now too....soo....excuse the running on..
Anyway boys and girls...have a good night (oooooohh...and don't crucify me with all the bull%$#$ I've said tonight....just think of all the times you've scared yourself in airplanes before you throw your two cents...god knows you wont find a post on here where I've said someones done something stupid...thats just bad karma)
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Chuck_123go
- Rank 0
- Posts: 4
- Joined: Wed Jun 02, 2004 7:06 pm
- Location: out of the water
On a cold engine
5-6 prime
throttle open 1/4 inch
Mixture full rich
turn then enigne over with the starter 3-4 revs of the prop
Mags both
adjust throttle to maintain engine running
On a hot engine Pump the trottle 3-4 times instead of priming and do the same thing
I never had a fire or am I worried about it
If the engine is hot a few shots of accelerator pump in the carb will only allow enough extra fuel to run around the intake manifold to give it the right mixture. If you get one early flight in the morning and it sits all day until it fly's again the engine is cold again in my opinion. It's when it's in between cold and hot that it's a bitch but Never had issues with starting a beaver. Tougher time starting a lawn mower.
As for the full flaps question, Flaps are there to be used and In every other airplane there has to be a damn good reason not to land with as much flap as you can get. In the beaver even the book says to use full flaps only with lot's of flying experience . Landing flap is plenty . Full flap is reserved for landing in puddles with half loads and by the time most guys go in places where you need them, you're supposed to know what your doing.
5-6 prime
throttle open 1/4 inch
Mixture full rich
turn then enigne over with the starter 3-4 revs of the prop
Mags both
adjust throttle to maintain engine running
On a hot engine Pump the trottle 3-4 times instead of priming and do the same thing
I never had a fire or am I worried about it
If the engine is hot a few shots of accelerator pump in the carb will only allow enough extra fuel to run around the intake manifold to give it the right mixture. If you get one early flight in the morning and it sits all day until it fly's again the engine is cold again in my opinion. It's when it's in between cold and hot that it's a bitch but Never had issues with starting a beaver. Tougher time starting a lawn mower.
As for the full flaps question, Flaps are there to be used and In every other airplane there has to be a damn good reason not to land with as much flap as you can get. In the beaver even the book says to use full flaps only with lot's of flying experience . Landing flap is plenty . Full flap is reserved for landing in puddles with half loads and by the time most guys go in places where you need them, you're supposed to know what your doing.
don't be so god damn stupid
