about flying a B200 (commercially) into CYGZ. My employer wanted me to jump on the flight but Borek told me they've never flown a B200 into CYGZ and only use DHC-6's. So I didn't go, but our staff make the trip every year. Is this a total non-issue or is my concern justified in any way? If an engine failed past V1 could you still climb out safely around max weight? I don't even have my PPL yet so I don't have any idea when it comes to something like that. I'm sure it would be alot of fun but I wanted to get some opinions if possible. Woudln't it make more sense to just charter a DHC-6 out of Resolute Bay?
The only 2 things guaranteed in life are death and taxes. Sometimes you just have to trust technology and ability. If doing that scares you then you are in the wrong line of work. Even getting out of bed is a calculated risk.
MUSKEG wrote:The only 2 things guaranteed in life are death and taxes. Sometimes you just have to trust technology and ability. If doing that scares you then you are in the wrong line of work. Even getting out of bed is a calculated risk.
student_Aviator77 wrote: about flying a B200 (commercially) into CYGZ. My employer wanted me to jump on the flight but Borek told me they've never flown a B200 into CYGZ and only use DHC-6's. So I didn't go, but our staff make the trip every year. Is this a total non-issue or is my concern justified in any way? If an engine failed past V1 could you still climb out safely around max weight? I don't even have my PPL yet so I don't have any idea when it comes to something like that. I'm sure it would be alot of fun but I wanted to get some opinions if possible. Woudln't it make more sense to just charter a DHC-6 out of Resolute Bay?
Thanks,
Are you saying that they wanted you to fly the B200 commercially but you don't have a PPL ???
student_Aviator77 wrote: about flying a B200 (commercially) into CYGZ. My employer wanted me to jump on the flight but Borek told me they've never flown a B200 into CYGZ and only use DHC-6's. So I didn't go, but our staff make the trip every year. Is this a total non-issue or is my concern justified in any way? If an engine failed past V1 could you still climb out safely around max weight? I don't even have my PPL yet so I don't have any idea when it comes to something like that. I'm sure it would be alot of fun but I wanted to get some opinions if possible. Woudln't it make more sense to just charter a DHC-6 out of Resolute Bay?
Thanks,
Are you saying that they wanted you to fly the B200 commercially but you don't have a PPL ???
Am I reading this right?
Jump on the flight as a passenger...not a pilot...
haha sorry I am an idiot, that was a dumb question. I was just sort of asking if it would be the best value if the DHC-6 is available at the nearest airport (which it is, and was). Basically, for 20k+ every year would it be a better value to just take the DHC-6? I'm starting to think I should never have asked this question. I am going this year and it should be awesome! I really do love flying (every second actually) and have been as a passenger since I can remember. Big and small planes all across Canada. I'm going for my PPL this spring too. I have always trusted the Captain or FO to get me there alive every time, if not, then such is life and I think it's totally worth it whatever risks might be involved. I would probably be more concerned about driving down the 401 so it's all relative. What would life be life being stuck to the ground looking up anyway! Pretty bad I would think. So that was a dumb question I am just going and will try to post some pics! Thanks,
I don't know anything about Grise Fjord. I *do* know, though, that the kingair appeals to some, the -6 appeals to others.
I've been on quite a few flights that would have been better suited to a different aircraft, but the customer wanted this one.
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Courage is the price that life exacts for granting peace. The soul that knows it not,knows no release from the little things; knows not the livid loneliness of fear, nor mountain heights where bitter joy can hear the sound of wings.
- Amelia Earhart
Here is what bugs me about this.....from the way I read the post the young guy was a little unsure of the location and if type of plane being used was safe. I think he may have been talking to a few pilots from another company and they must have mentioned they only use the twotter. Which the last time I checked can get into far tighter spots then a 200. I think this might have been what he was getting at....he was unsure if it was safe and opted to hold off for another time at least until asking a few people on a site he felt he could trust. Instead what happens is people try and make the guy feel stupid for asking, NOT COOL.
Anyways I can't answer your question, but I will say this. From what I could find on the net about Grise Fiord.....it's longest runway if not it's only runway is 2000 ft. There ain't no way in hell I am gettin in the back of a king air 200 to go in there. What is pushing it in runway lenght for a 200??????
I was CP for a company that goes in and out of YGZ with 200s on a somewhat regular basis. While I was there we were "ratted" out by another company who I also later worked for...anyways...TC called me out on the carpet and wanted the OFP, W&B etc, etc, to complete their investigation. I also told them I would include the charts for that day (landing and takeoff charts only mind you). The charts showed us requiring 1400-1500 feet if I remember correctly....lots of room. TC called back 15 min later and case is closed.
So, there are the facts from rumour control.
This has come up before and I'll point out the same thing, it was legal by the book, the same book that so many people on this site pronounce is the bible and it should never be deviated from....so.....why should it raise such a stink in this case. Either you do it by the book or you don't. Which is it?
Is the Twin safer in YGZ from a balanced field perspective? Of course it is. Now then, would you feel comfortable taking a Twin ride in & out of a beautiful Char fishing river with a 1000 foot strip (or whatever the charts says, I know it will do alot less than that)? Also legal and just as dangerous if you loose an engine at the wrong time.
People seem to get really bent at this operator going in and out of this place. I can see why but having done it, I really don't see it as any different than the Twin I also operated and the HS748 I do now out of CYXP (Pangnirtung), and it would also have a serious issue if you lost one at the wrong time.
Your call. Personally, now that I've reread this a couple of times before clicking submit...I'm staying in bed, it's safer.
Cheers,
ETTW
PS Good on you Student Aviator for asking the question. It tells me that you're not the type to follow the herd, that will do you well in this industry.
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I would say it is a little on the short side. Didn't bother looking in the book but I know it won't leave you much change from 1950'. Depends on the year a bit. They got heavier as they got newer.
marktheone wrote:I would say it is a little on the short side. Didn't bother looking in the book but I know it won't leave you much change from 1950'. Depends on the year a bit. They got heavier as they got newer.
I should have added that it was a Raisbeck equipped model with a low 200s S/N so it was light and it did perform very well. And of course we weren't leaving at gross weight either. 5 or 6 pax with gas for Pond Inlet with a Nanisivik alternate or something like that...I'm not completly stupid. LOL! (wait for it...wait for it.....easy ROWDY....)
Cheers,
ETTW
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2. If the company doesn't make money neither do I
3. I still hate simulators
Thank you guys especially ettw for explaining those numbers,
I definitely don't mind going now and yes sir I would go by the book every time so that completely answers my question. I didn't realize they had the Raisebeck performance mods (or what that was) and forgot to consider it's usually -30C or worse every day. Wow 1500' it must have decent power! Makes it easier to understand from your perspective. It just occurred to me that aviation probably wouldn't be where it is today if people like Charles Lindbergh and other bush pilots didn't go anywhere because there was more risk than flying circuits at his home base. Obviously it's nothing like flying a piston single over the atlantic in the 20's and I doubt a PT6 will quit at that moment but I'll just stop speculating now...
On a side note (which some will think is lame but) I had to try it out for entertainment purposes on the old sim. It's cold and dark here in YFB so... Only it was a maxed out B350 and I pulled the right fuel lever at V1 (which was about 10m short of the runway end), rotated on one engine and it just climbed out nice and slow over the hill! It might be irrelevant but it was fun!
ettw wrote:
I should have added that it was a Raisbeck equipped model with a low 200s S/N so it was light and it did perform very well. And of course we weren't leaving at gross weight either. 5 or 6 pax with gas for Pond Inlet with a Nanisivik alternate or something like that...I'm not completly stupid. LOL! (wait for it...wait for it.....easy ROWDY....)
I got your back man and not in the "who dropped the soap" in the shower kinda way..
I've only ever been in there in the otter, but If the numbers say it can be done and its been done in the past..
In this video, you can see a 200 on the apron right in the last few seconds. The vid itself appears to be a 99.
Somewhere else on youtube, there is a video of a 200 on approach & landing at a strip I am sure is Grise. I can't find it quickly, so "Grise" is not in the title.
It would be no sweat to go in and out of Grise with a 200 VFR and operating under 703 (ASD not required legally), because of the cool temps and being at sea level. Tho it's the type of place you don't let your 250-400-hr wonder do it. The real problem is spooling up a little at the beginning of your t/o run because of the gravel.
You would of course, have to ensure you have TORR available for your weight. This will all change in Dec 2010 (I think).
I have been in there in VFR with a DC3 in the 'old days' (I was not flying though), and we came out with about 10 pax and gear.
about flying a B200 (commercially) into CYGZ. My employer wanted me to jump on the flight but Borek told me they've never flown a B200 into CYGZ and only use DHC-6's. So I didn't go, but our staff make the trip every year. Is this a total non-issue or is my concern justified in any way? If an engine failed past V1 could you still climb out safely around max weight? I don't even have my PPL yet so I don't have any idea when it comes to something like that. I'm sure it would be alot of fun but I wanted to get some opinions if possible. Woudln't it make more sense to just charter a DHC-6 out of Resolute Bay?
That's about it in a nutshell.
