C208 Caravan endorsement
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C208 Caravan endorsement
Guys. Where can one do a C208 Caravan endorsement which includes some co-pilot time, except for Cape York Air(nothing against them, great organisation, but no experience on type offered with program)?
Join Date: Jan 2000
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Hi KAOS,
The Caravan is a nice aeroplane to fly but is also very, very easy to fly. Co-pilot time is about as valuable as co-pilot time on a Cherokee.
I don't know of anybody that does the endorsements but suggest you go with sombody that can give you command time on type.
The Caravan is a nice aeroplane to fly but is also very, very easy to fly. Co-pilot time is about as valuable as co-pilot time on a Cherokee.
I don't know of anybody that does the endorsements but suggest you go with sombody that can give you command time on type.
Join Date: Aug 2001
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Agreed, Seaair is the place to go. Mr Gashy has a very good reputation and from all reports will do the right thing with the provision of further experience on type. I understand that this (further experience) is dependant upon reasonable work ethic and good results whilst completing the endorsement. Contact Seaair Pacific 07 55994509 and ask for Mr Peter Gash
Good Luck,
Cheers Smithy
Good Luck,
Cheers Smithy
Join Date: Jun 2001
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Definately give Gashy a call. Have worked for him in the past and a top bloke who knows the 208 in and out both on land and on the water. He's also the only bloke I know that can get a 208 on and off of floats in a day.
208 is an easy plane to fly. Like a big 210 but easier. Still, being your first turbine you'll need to learn how not to cook it and Gashy will put you right. If your lucky you might even get a visit to Lady Elliot out of it.
I've got heaps of time on it so if I can help please email me.
Cheers and happy flying
208 is an easy plane to fly. Like a big 210 but easier. Still, being your first turbine you'll need to learn how not to cook it and Gashy will put you right. If your lucky you might even get a visit to Lady Elliot out of it.
I've got heaps of time on it so if I can help please email me.
Cheers and happy flying
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Thanks Guys, but how about a place that offers some ICUS or co-pilot time with the endorsement training? The last thing I want is to fork out nearly 5 G's for the endorsement, and then what? Very low time plus a C208 endorsement. It looks like it equals, no job still. Any ideas??
Join Date: May 2001
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KAOS, I am wondering why you would want a van endorsement anyway. Also, what good is it in the right hand seat when you cannot even log the time. Most employers with these machines will endorse and train you on type. Good luck with the endo, great machine to fly!
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Question slightly off the topic, what is the point of single engine time if you are trying to get a line job with say Q ?? Wouldnt they favour multi time (piston) over single turbine time ?
What do you think ??
What do you think ??
clownfish, 2 b used if u had an FCU failure. the emerg pwr lever bypasses the FCU and provides unmetered fuel.
I believe poss a requirement 2 b type cert. for FAA S/E IFR OPs.
I guess if u gave yourself a FCU failure on your computer game then u would c that by using the emerg pwr lever you would have pwr. (an inflight relight may b req'd-dont know how flash those computer games r)
seeyabye
I believe poss a requirement 2 b type cert. for FAA S/E IFR OPs.
I guess if u gave yourself a FCU failure on your computer game then u would c that by using the emerg pwr lever you would have pwr. (an inflight relight may b req'd-dont know how flash those computer games r)
seeyabye
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Clownfish, a slight amendment to angels eights post and please correct me anyone if I am telling any porky pies here.
The fuel control unit on the PT6 is controlled pnuematically from P3 bleed air (or is it P2.5, been a while sorry) The power lever controls the FCU via a magical sequence of pnuematics (much like a CSU but with air not oil). If there is a failure of this pnuematic signal to the FCU the engine will revert to idle power with no way to increase the power again. The emergency power lever provides metered fuel(sorry to correct angel eight) to the engine but by a very crude mechanical link that bypasses the pnuematic system (not unlike a normal throttle linkage). It is therefore imperative that when using the Emergency power lever that it is used more gently than the normal power lever to avoid large fuel fluctuations.
I hope this helps clarify what it does. To use the Emergency Power Lever, the main power lever will need to be returned to idle first. Then slowly advance the emergency power lever to restore power. To do it any other way in real life is risking a cooked engine.
If you would like some further information or a diagram on the workings of it feel free to email me.
Cheers and happy sim flying
[ 25 October 2001: Message edited by: beerpleasehostess ]
The fuel control unit on the PT6 is controlled pnuematically from P3 bleed air (or is it P2.5, been a while sorry) The power lever controls the FCU via a magical sequence of pnuematics (much like a CSU but with air not oil). If there is a failure of this pnuematic signal to the FCU the engine will revert to idle power with no way to increase the power again. The emergency power lever provides metered fuel(sorry to correct angel eight) to the engine but by a very crude mechanical link that bypasses the pnuematic system (not unlike a normal throttle linkage). It is therefore imperative that when using the Emergency power lever that it is used more gently than the normal power lever to avoid large fuel fluctuations.
I hope this helps clarify what it does. To use the Emergency Power Lever, the main power lever will need to be returned to idle first. Then slowly advance the emergency power lever to restore power. To do it any other way in real life is risking a cooked engine.
If you would like some further information or a diagram on the workings of it feel free to email me.
Cheers and happy sim flying
[ 25 October 2001: Message edited by: beerpleasehostess ]
Don Quixote Impersonator
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Little Hercules
The most complicated part or "heart" of a turbine engine is the FCU and therefore the one most likely to give you grief.
Once started the fan/compressor/turbine assembly will work away FOREVER quite happily, like a diesel, as long as it gets fuel under pressure to the cans. Thats the beauty of turbine and diesel air + fuel = power. No continuous ignition system with all of its complications required.
In its simplest form though, it requires pretty careful management and hence the legend and myth thats grown up around the operation thereof.
How the fuel gets there is of no consequence
The development of the modern FCU beyond a simple HP pump is the real wonder of these modern engines in that they take care of all of the rpm, temp, torque, ambient and handling issues automatically and for the most part remove the potential for the pilot to trash it.
Even to the point where there is now only a few throttle detents required, idle, TO, Cruise, Climb and Oh Sh!t. where the FCU does it all for you.
But in case it all coms unglued, then we go back to doing what we used to.
The most complicated part or "heart" of a turbine engine is the FCU and therefore the one most likely to give you grief.
Once started the fan/compressor/turbine assembly will work away FOREVER quite happily, like a diesel, as long as it gets fuel under pressure to the cans. Thats the beauty of turbine and diesel air + fuel = power. No continuous ignition system with all of its complications required.
In its simplest form though, it requires pretty careful management and hence the legend and myth thats grown up around the operation thereof.
How the fuel gets there is of no consequence
The development of the modern FCU beyond a simple HP pump is the real wonder of these modern engines in that they take care of all of the rpm, temp, torque, ambient and handling issues automatically and for the most part remove the potential for the pilot to trash it.
Even to the point where there is now only a few throttle detents required, idle, TO, Cruise, Climb and Oh Sh!t. where the FCU does it all for you.
But in case it all coms unglued, then we go back to doing what we used to.
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Beer, I don't know if you were refering to FS2000 but using the Emergency power lever with the Normal power lever in anything but the idle position is a definite no no and will really heat up your BBQ.
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Mention 1 I totally agree and have amended my previous post. I hope it reads better this time
Thanks Mention 1 and cheers
BPH
[ 25 October 2001: Message edited by: beerpleasehostess ]
Thanks Mention 1 and cheers
BPH
[ 25 October 2001: Message edited by: beerpleasehostess ]
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KAOS
Can you drop me an email so I can get in contact with you.
[email protected]
Cheers
BPH
[ 25 October 2001: Message edited by: beerpleasehostess ]
Can you drop me an email so I can get in contact with you.
[email protected]
Cheers
BPH
[ 25 October 2001: Message edited by: beerpleasehostess ]