A few items from a "handbook" a good friend of mine wrote - how to be an Arnhemland Pilot!. .. .If anyone wants the full text, let me know.. .----------------------------------------------. .. .The C206 has a dipstick calibrated to 12 US quarts. Fill it to the 10 quart mark only. Anything added above this will be simply blown out the breather by the engine, wasting the oil and company money.. .. .Keep two or three litres of oil in the baggage area. Check the oil when the plane is on a level surface. . .. .Do not run the engine with less than 8 quarts of oil in it. Oil flow cools the engine as well as lubricating it. Low oil levels in hot temperatures will have you overheating the engine.. .. .Every time you add oil, use the funnel. Wipe the inside of the funnel before use to stop dust being washed into the engine by the oil you add.. .After adding oil, double check that the filler cap has been replaced and is secure.. .. .Make sure that there are sic-sacs in each seat pocket. Show (not tell) the pax where they are. Have one near you ready for a quick draw.. .. .Clean the dust and oil from the nose oleo tube every morning. Grit build up will abrade the oil seal, and result in a flat nose oleo, grounding the aircraft.. .. .Wherever possible, park the aircraft into wind. Always try to start the aircraft into wind to aid engine cooling.. .. .Look after your prop. Park the aircraft on level ground or on a slight downward slope. You will need less power to get rolling.. .. .Always park the aircraft with the nosewheel centered. The aircraft will need more RPM to start rolling if it is not dead ahead.. .. .Instead of adding more power to get the aircraft rolling after starting, waggle the rudder pedals and push and pull the elevator. This rocks the aircraft and overcomes friction.. .. .Another tip from a respected engineer -- on gravel, taxi with the prop pitch pulled to Low RPM. When you add power over the lose stuff, the prop doesn't spin as fast, but the engine note deepens and it pulls like a tractor. Also good if you are taxiing in and you don't want to wake the neighbours (go you night freight boys!).. .Bush C206's always had a couple of interesting "mods." One was a 'step' on the upper side of the strut, about 1/3 from the base. You could step up high enough to dip the fuel tanks or check that the caps were secure. Cheap mod - wrap gaffer tape round the strut in that area. . .. .Another one was to include an eyelet on that strut step -- useful to attach ocky strap from doors to keep them open whilst unloading (or just in the heat).. .. .If operating from a dirt strip in the middle of nowhere, consider doing your run-ups on the runway at a low-ish speed instead of ripping the guts out of your prop (no pax, and broadcast entering the runway!).. .. .Be careful of the front lap belts. It is easy to get them mangled in the seat hinges when returned to the full upright position after loading/unloading pax.. .. .Not enough endorsements emphasise looking at the forward and aft seat stops for the driver's seat. The cessna ones are cheap little things, but with the high average age of the models in use and their resultant worn forward/aft position locks, you are asking for trouble if you dont have the rear stops correctly installed, including split pins.. .. .TIPS for C210. .. .Note above - luggage door open -- noticeable by louder than normal cockpit noise and rush of air! Increase airspeed to about 110 KIAS before retracting flap. Bang!! that boy is SHUT! (dont ask me how I know).. .. .Undercarriage problems.. .. .A number of mates have had problems with C210 gear systems. Usually - gear pump motor burns out, or hydraulic leak disables system.. .. .You can avoid these causes of a wheelsup --. .(a) some 210's have a "gear motor running" lamp installed on the console and (b) most pilots have "audible gear motor running detectors" installed on both sides of their craniums.. .. .On gear retraction and extension, listen to hear the pump motor start running and listen to confirm that it stops running when the gear cycle is complete. The two systems that tell it to stop are a high hydro PSI switch, and/or the gear position microswitches in the wheelwells (up to M models) or near the top of the gear legs (N models onward). I have had both of these cutout sensors fail on me (microswitches usually, due to dirt strip operation) and if you dont act quickly and pull the gear motor C/B to stop the motor, it will continue running and eventually burn itself out. Bad.. .. .Hydraulic leaks -- During your preflight you should have been shown how to check the fluid level in the gear power pack (right side of centre console). Note that it is easier on the filler cap/dipstick to unwind it a few turns anticlockwise before attempting to rip it out with brute force. Likewise, make a few turns clockwise when replaced, before pushing over the latch. Carry a small bottle of spare hydraulic fluid (Berri fruit juice bottles are about right) and a large syringe in the side pocket just forward of the front pax seat. This is for top ups if you have pumped all the regular stuff overboard.. .. .Topping up brake fluids - DONT use automotive brake fluid from a service station. Bye bye seals.. .. .Flat tyre? Most remote stations and stores have wheelbarrow inner tubes. Just the right size.. .. .In the circuit? . .Power 18"-20" MAP, select Flaps 10 and Gear Down together. Good downwind configuration and speed, no trim change required.. .. .In and instrument approach?. .Or holding in smooth air? Configure to Flaps 10 and 17" MAP. Much more laterally stable (if your autopilot is u/s or wobbly), better forward visibility. Extend gear and aircraft will descend at 500 fpm at same IAS and no retrimming or powerchange needed. Pull the gear up and you stop descending.. .. .Getting the sh!t thumped out of you in turbulence?. .DO NOT take flap. Any flap out reduces aircraft G envelope. Extend gear to slow down.. .. .Thats all I can think of for now!!!

ITCZ,. .how would i get my hands on this `how to be an arnhemland pilot` that u speak of?

Bongo Driver, you didn't happen to work for Chartair, Alice Springs in the early 80's did you?. .. . <img border="0" title="" alt="[Wink]" src="wink.gif" /> <img border="0" title="" alt="[Wink]" src="wink.gif" />

ITCZ,. .. .I beat around the bush in a 182rg and found your post to be most informative. please let me know how to get hold of the rest of this `handbook'?. .I might point out that if these things were tought to pilots at flying schools before they went north or where ever, many accidents wouldnt happen and valuable aircraft would remain in the air, where they belong. Maybe a new instructor should have to have completed a certain amount of hours getting their gold bars dirty in the bush rather than teaching cpl students wrong techniques in the first place!. .. .Email: [email protected]. .AS. . . . <small>[ 26 March 2002, 03:48: Message edited by: Aviation_sl#t ]</small>

ITCZ. .. .Guys listen to this dude and see if you can get a copy of that from which he quotes, saner and more sound and sensible advice you will hear not.. .. .Mind you I'm not sure that I would be keen to give my competitors the edge with my hard won experience other than in the spirit of safety.. .. .Obviously written by one who has had to sign the cheques.. .. .Only one little quibble and that's also but one of the ways to tell whether the aircraft came in through the regular Cessna Distribution system, is the presence or not of steps and handles for refuelling. They were a non negotitable extra on any aircraft the distributor brought in as they were not std out of the factory.. .Simple to retro and an absolute must if you haven't got em.. .. .re C210 gear bit reminds me of the hoary old story of the C210 driver on finals being warned by the tower of the absence of gear and replying say again several times untilt the inevitable shower of sparks and request for engineers.. .Tower enquiring after why he had not heeded the warning was told that they couldn't be heard over the sound of this horn going off. Boom boom. <img border="0" title="" alt="[Roll Eyes]" src="rolleyes.gif" /> . .Properly maintained and operated the C210 is at least as reliable aircraft as the C206.. . . . <small>[ 26 March 2002, 04:25: Message edited by: gaunty ]</small>

would love a copy of the handbook to ITCZ if it aint to much trouble. .. [email protected]. .. .cheers. .giddy

ITCZ, put me down to, where can I get one... <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" /> . .. .Cheers JP

I'd like a copy too, thanks. I flew 206's in PNG, but never in Oz. Thanks. [email protected].. .. .Cheers. .P40. . . . <small>[ 26 March 2002, 10:39: Message edited by: P40 ]</small>

Can i grab a copy as well pretty please??. .. .Thanks very much <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" /> . .. [email protected]

[email protected]. .if anyones got a copy.. .Cheers <img border="0" title="" alt="[Razz]" src="tongue.gif" />

At a couple of places I've worked, when it was time for an alternator belt change we used to have the OLD belt left strapped out of the way but still encircling the prop shaft.. .. .This meant that an alternator belt failure didn't require the removal of the prop to fit a belt. . .. .Just loosen the alternator, undo the lockwire holding the OLD belt out of the way then fit it. Obviously the old belt wouldn't be left on and a new belt would be fitted once at maintenance facilities, but it was enough to get home from the middle of nowhere.. .. .Knowing how to handswing a prop is useful too.. .. .Landing a C210 or C182 at forward CG is easier with slight nose-up trim.. .. .Carry a few tools with you: screw drivers (flat & phillips head), needle nose pliers, shifter (yeah, I know they're not the best on the nut, but the adjustment saves having whole spanner kit), some lockwire, water paste or paper & a tiedown kit. Sun reflectors for the windscreen & rear windo make a HUGE difference to the cockpit temp - including the nice, black control column. Well worth the expense. Kitchen foil works just as well and is damn cheap ;-). .. .Keep a damn good record of the fuel consumption for the a/c. Especially just prior to maximum range flights or if an unfamil. a/c. Ditto oil.. .. .Always have a couple of quarts of oil in the back. Thank christ for the plastic screw top containers instead of the sealed tins + spike/pouring tube. The top from a used oil bottle makes a great funnel. I like the square ones, not round because the spout is offset from allowing some adjustment to positioning to find the easiest pour.. .. .Over gravel/stones use full up elevator while taxying. Don't apply full power in one 'hit'. Let the a/c accel. a bit then add more power in a couple of stages.. .. .Always have an alternate refueling place within range for when your originally intended one is closed, out of fuel, gone away, has contaminated drum stock etc. The fuel drum is a great height to dip the tanks . Rolling the drum to the a/c is a great way to get it there while completely mixing any water in it with the fuel. Test for water before moving it.... .. .Starting a hot C210/206 is easy if you give it a quick prime with the pump then be ready to tickle the pump once it cathes then starts to die. A couple of minutes running the fuel pump with mixture in ICO helps too.

Great Thread. One of the best I have seen on Pprune since I started. I see it is also in the 'Africa' region where there are only 3 replies. Shame on Africa.. .As a C206/C210 operator in Africa may I put my 2 cents in.. .C206 Rear Door. SHOW the pax how it works. I had the great pleasure of crash landing a C206 into a large tree due to the total absence of even 50 meters of clear ground. Due to full flap the first door only opened a couple of inches and they did not see how to open the second. As my head was buried in the instrument panel with my body blocking the only other exit, the pax had to kick out the pax window to exit. Thank God no fire.. .C210 Take Off Run. My Chief Pilot and I have this Great Debate. With a dirt strip of only 600/800 mtrs your have not option of an aborted take off. Your decision to go is made before you even wind up the prop

..............post continued (sorry thread dissappeared and would not allow me to edit). .. ......you wind up the prop. I favour getting the max ammount of speed on the ground (with the right attitude) and then popping it off at the end of the strip. He prefers to drag it off with the stall warning drowning all converation. Leads to some interesting pax comments... ."Is the aircraft meant to make that buzzing sound in the air//" versus " Is'nt that tree/river/hippo at the end of the strip getting a little close??". .Ganrtys posts are most interesting and will fuel the debate. Nice to have some hard technical info for the arguments.. .Overall the C206/C210 are great little Bushmen.. .Keep the damn twins out of my (low level) airspace

ITCZ, Could I have a copy too please.. . [email protected]

I'm always in the market for learning from others experience - saves me having to make the same mistakes.. .. .I'll be in for one of these marvelous handbooks also please: [email protected]. .. .On the 206, yes you should certainly include in your pax brief how to open the back door 2nd leaf, BUT - be sure they don't touch it until YOU say so. A 206 crashed at Arakun a few years ago, after the mixture cable broke and the mixture went to idle/cutoff. The aeroplane went into trees (zero options) at fairly high speed and all were killed. The investigation found that the flaps were not extended to minimise impact speed, as one would expect from an experienced pilot sans power and faced with descent into trees; but also found that both leaves of the back door had been released prior to impact, thereby cutting the flap circuit. Impossible to know, but perhaps the preflight briefing included how to open the doors, and the pax - faced with an imminent crash - decided to do so?. .. .Did anyone hear about the Victa Airtourer incident near Toowoomba on 22-03-02? Same thing, a mixture cable failed & engine went to idle/cutoff. The pilot & flying instructor aboard did a marvelous job of dead-sticking into a lucerne paddock, nil injuries, nil damage. Kinda makes you wonder what sort of shape YOUR mixture cable is in don't it?. .. .The 182 / 206 / 210 are just about ideal aircraft for general ops in the bush.. .. .Another tip for 182 operators; if you have pilot & 1 pax in front and no-one in back, the CoG is well forward. Try landing with only 2o degrees of flap rather than full, and add 5kt IAS, it comes in a lot smoother with much better elevator authority.. .. .Great to see all these positive postings and no slagging....... .. .Regards.

This has turned into one of those classic PPRuNe threads with loads of really great stuff which if distilled into one document would provide the material for a. ."Everything you wanted to know about operating a C206/210 but were afraid to ask" movie.. .. .The days of the manufacturer reps who would normally have disseminated suchlike and hold operators clinics are long gone and several generations of experience have moved on taking it with them leaving the field for a lot of old wives tales and myths about this and that.. .. .Flying Bean. .The answer to your "debate', rate or angle? is in the pure physics of flight, get the book out and see what Cessna recommend, then if you have the means and opportunity go find a long strip somewhere mark out 6/800 metres or whatever and go fly it both ways drag off = high drag/slow acceleration or low drag/high acceleration to the optimum best rate or hippo avoidance angle.. .. .While we are at it, how are you able to determine just after getting full power on, whether you are actually getting the max power available from the engine, for the ambient conditions.????????????. .The answer is disarmingly simple just curious to see who may know the means.. . . . <small>[ 27 March 2002, 01:41: Message edited by: gaunty ]</small>

Recently started flying the 206 and still getting completely comfortable with it, but at the same time starting to find out what it's really capable of.. .. .Hot starts did initially cause me some trouble, but as someone else mentioned, running the LO fuel pump for a little while when it sounds like dying just after start, then letting the engine run at 1300-1500rpm for maybe 30 seconds should clear any remaining vapour.. .. .Recently been using the 2 stages of flap trick in x-winds and found it works a gem with no real noticeable effect on landing run distance. Short field take-offs with just you on board can be a great deal of fun once in a while.. .. .All in all a good fun and sturdy aircraft to fly, which suits it's role perfectly. . .. .Cheers,. .TL

Have sent a copy of the Arnhemland story to Woomera for scrutiny (i.e political correctness). Should be able to make it accessible after that!. .. .Building on the other tips above..... .. .Trouble with starting in hot weather is often linked to vapourisation in the fuel lines. Running the fuel boost pumps in C200 and C400 series aeroplanes with the mixture at ICO runs fresh fuel from the tanks through the lines, cooling the lines and (hopefully) removing vapour. In 35-40 degrees celsius, about 30 seconds per engine works fine. MAKE SURE THE MIXTURE IS CUTOFF OR ELSE YOULL FLOOD IT TO ******* AND RISK A FIRE!. .. .Takeoff distane. The rate of acceleration decreases as forward speed increases. A good rule of thumb for bush pilots is to (1) work out the TODR and pace out the strip to ensure the TODA is adequate, then (2) mark or note a 25% TODA and 50% TODA point. Then work out your TOSS in knots, and note 50% TOSS and 75% TOSS.. .. .When rolling for takeoff, you should have 50% TOSS at the 25% TODA point, and at least 75% TOSS at the 50% TODA point. That is, have at least three quarters of your takeoff safety speed by half way. If not, abort the takeoff. (Read Aerodynamics for Naval Aviators for the full explanation).

I would like to dip into the font of knowledge as well. If you can ITCZ will like a copy too. Send to [email protected]. .Thanx in advance <img border="0" title="" alt="[Smile]" src="smile.gif" /> . .. .Some of the best posts I have ever read on PPRuNe

Wise words ITCZ wise words indeed.. .. . Please please send me the full text version. .. . [email protected] <img border="0" title="" alt="[Smile]" src="smile.gif" />. . . . <small>[ 27 March 2002, 07:14: Message edited by: exmouth2001 ]</small>

Well, there's an old saying that it's better to be thought a fool than to open your mouth and prove it - but I'll have a go at Gauntys'conundrum.. .. .I seem to recall in a dim dark corner of a POH, a line that goes something like "in high density altitude situations, hold the aircraft on brakes while increasing throttle to maximum; then lean the mixture until either the RPM increases to a peak or begins to decrease, to ascertain whether you are acheiving full power. Leave the mixture control at the point of maximum RPM/Richness for take-off power.". .. .OK Gaunty, let's hear it........Yes? No?. .. .Regards

G'day Jamair.. .. .Q: wouldn't the CSU start "taking-up" some of that leaner air/fuel mix RPM drop? Wouldn't you be better-off watching the EGT (if fitted)? Perhaps a minor indication through the MAP would be starting point if no EGT?. .. .As far as I can ascertain, gaunty is suggesting the use of an acceleration section and a "zoom" technique from a higher IAS back to BR/BAOC. This would initially give you some 1500-2000 fpm ROC (and a gorgeous body angle in relation to the ground) when fully loaded after clean-up, however it would be very short-lived and would trickle back to a sustainable level after a very short while.. .. .Warm? <img border="0" title="" alt="[Cool]" src="cool.gif" />. . . . <small>[ 27 March 2002, 11:49: Message edited by: 429 CJ ]</small>

By memory with the 206 at hot and high strips, you leaned it until a drop in RPM then enriched it abit. All a bit hazey. But leaning it on T/O at hot and high (5000ft 30deg) makes a diff.. . As for starting, the old BN2 method of prime then start with mixture in cut off works well. Especially with hot engines on 200/402 aircraft.

Leaning for t/off at high Density Alts. is a requirement if you expect to make the manufacturers performance charts.. .. .No good using RPM in a CSU a/c because full power/RPM will be within governing range. Use the EGT.. .. .A short take-off + obstacle clearance climb isn't helped by either 'dragging it off' early OR by 'zooming after high speed is reached'.. .. .Dragging it off early puts the a/c far behind the power/thrust curves with very high induced drag happily consuming all that energy you'd like to turn into height.. .. .Gaining any speed above Vx/Vy is also wasting energy since now it's being consumed by increasing parasite drag.. .. .Gaunty, did you have in mind checking full throttle MAP against QFE eg read from the altimeter subscale? They should be quite close at full throttle (normally aspirated).. . . . <small>[ 28 March 2002, 00:06: Message edited by: Tinstaafl ]</small>

Ah the good ol days...(damn, not that long ago really). .C206 & C210 oil: keep above 9, fill above 10 & gets blown out oil breather. Always keep extra oil in the back.. .. .Shortfield take-offs: flaps 20 degrees for both, yup 20 for the c210, alternatively, flaps up, accelerate past 60kts & select flaps 20. .Keep a fair bit of back pressure going, just enough to lift the front wheel off the ground & keep there, lifts off like a grand old lady. .. .more wisdom later...

Tinstaafl . .Gets the whole box of cigars.. .. .Check the MAP gauge before start it should read QFE in inches, that way you know that it is working and the gauge itself not blocked.. .After start it will of course read lower because the engine is being "throttled" remember the engine is just a big air pump.. .At take off or when full power is asked for, the engine is "unthrottled", that is the throttling butterfly is fully open in the induction system, which is now as unrestricted as it is going to be in so far as it's access to ambient air is concerned, unless there is an unintended blockage or restriction.. .Given the friction and other losses in the induction system the MAP should not be less than around 2" than ambient.. .If it is more then there is a induction system blockage, which can be for many reasons.. .Dirty oily or both air filter, which lives right behind the prop where all the dust is kicked up. Or disintegration of the paper filter, or wasps or mechanical obstruction, or etc etc etc.. .There is a blow in door at the top of the trunk into the engine at the rear, which is supposed to provide an alternate air source and prevent this becoming a problem and may well be doing just this job without your knowledge allowing unfiltered air into the engine, Esspensivo in dusty and sandy environmments.. .. .Check the alt air operation and spring to make sure it actually works staying shut.. .. .Either way monitoring the MAP differential at full throttle will tell you much about what is or maybe happening.. .. .429CJ . .No I wasn't suggesting zoom stuff just a practical demonstration for them of the deleterious effects of both mythical "techniques".. .. .ITCZ . .Got it in one with the 25/50TODA 50/75TOSS routine and indeed the Aerodynamics for Naval Aviators is really hard to beat for the real goods, dry reading but it's all there and all you need to know to keep you safe.. .. .Hot weather starts are truly a non event if you follow the book as suggested by ITCZ.. .ICO run the pumps for 30 odd seconds or until the FF indicator stabilises and clears the lines.. .Normal start thereafter gets it every time.. .. .It's all in the book

A place i worked had that "blue-metal" stuff (why they put that on airport tarmacs confounds me) outside the hangar. SOP was to start off the brakes so the acft (c182&206) would begin to roll directly so reducing the prop damage and then we would taxi off to a clear area for engine runs. But then again, running into something solid will do more damage than stone chips.... .. .When regularily climbing high eg PNG (or NZ i guess), we had worked out FFs for climb pwr at 2000'/4000'/6000'/etc, made a little placard for the cockpit (or just keep for yourself... more legal i guess) and set the mixture accordingly. Until you know a particular acft, and regularily to keep a check on what is happening "under the hood", cross check this with the EGT to ensure it is no closer than 100* under the current peak, preferably more, otherwise you run the risk of having one pot running too lean and therefore getting too hot. . .. .Always keep an eye on CHT (especially in climb) and keep in mind where the probes for these gauges are... the CHT gauge probe is usually located on the cylinder head that is "expected" to run the hottest; due to its placement in the engine- either 5 or 6 (or is it 3 or 4... anyone...anyone..?), BUT that doesn't account for an injector on one of the other pots getting a little clogged or rusting and "low-flowing" for some reason- it will then be running lean and therefore hotter than what is indicated on the gauge and YOU WON'T KNOW IT. . .. .If you find the engine starts rough running well before peak EGT it may indicate that one pot is leaning out way too early. Keep in mind the EGT probe- it is either on one pot's exhaust or it is downstream and therefore a mix- i can't remember which- but find out which cylinder(s) it is indicating and know the limitations of the gauge indication- a mix will be an average; one could be really hot/lean and another could be cool/rich and you will get an average indication- if it is on only one cylinder then same as the CHT; you don't know what the others are doing. ALSO those EGT probes are getting roasted whenever the engine is running and they get old fast- so the position of the EGT needle on the gauge is relevant to nothing except its peak position- as the probe gets older the peak will be at a lower spot on the gauge- but if it is off the gauge then you need a new probe or there may be a problem.. .. .Basic stuff and i am probably flogging a dead horse but being aware may help you pick up a problem before it causes the fan to stop thus saving your bacon- especially where you (southposs) want to work. The continentals are more prone to shot cooling than the lycs and with the high RoD due terrain in places like PNG it is a real factor. DITTO on whoever mentioned shot cooling. If you're going fast, keep it warm- keep the pwr to it and no large/fast pwr changes until you have slowed down and configured.. .. .If you do get unusual rough running at altitude, don't follow in my uncertain footsteps and do your Fuel/Air/Ignition checks without engaging the grey matter... mix rich/change tanks/pump on will make everything go quiet real quick- simply floods the engine at altitude- leaning the mix or turning off the yellow pump will bring back the noise.... .. .Taxi with full back elevator to reduce the weight on the nose wheel- but careful at an aft CG, as was said before.... .. .The "sit on the tail" loading procedure works well for the newer models but be careful with the older model 206s and the 205s (the different wing as Gaunty mentioned)- they can get pretty unstable inflight with aft CG even though the tail has come back up.... .. .And don't sit on the bl**dy tail as that can easily deform the tailplane's leading edge- push down on the inboard part of the tailplane spar.... .. .With a CSU, manifold pressure indicates max rated power- figure is in the book (usually 27-29"Hg)- and if you don't have "Hg on your altimeter i think it is 1"Hg less per 1000' field elevation. Someone confirm..?. .. .Did someone mention backing up a Twin Otter... oops!. .. .and i've gone on long enough now. .. .HJ. .. .&lt;editted due brain f@rt&gt;. . . . <small>[ 28 March 2002, 05:45: Message edited by: Herc Jerk ]</small>

Anyone carry a broom on their C206's (a bit like 210's, but the prop not being quite so close)? <img border="0" title="" alt="[Cool]" src="cool.gif" />

so did woomera give it a tick or a cross for political correctness??. . <img border="0" title="" alt="[Confused]" src="confused.gif" />

... this is a wonderfull thread which brings back a lot of fond memories and some not so. I was working in Aurukun when Stephen Heel died tragically. Anyone who flys Aboriginals around know what excellent flyers they are and Im sure that the well travelled elders in the back of that ill fated flight already knew all to well how to open the doors.... they just panicked in the face of death I suppose....

Just thought I would add my two cents as I have some experience with the 206;. .. .I worked with a 206 operator in Victoria who I believed to be genuinely concerned with safety. He taught me a good lesson as far as the cargo door briefing is concerned. . .. .He correctly pointed out that should you brief on the use of the door and fail to point out that it should only be used once the aircraft has come to a complete stop, you run the risk of flap inactivation as stated.. .. .Remembering that most of us have been briefed on the importance of "puting a shoe in the door before puting it in the trees" if a passenger sees the pilot open the door before puting it down they may get some bright ideas....!. .. .Obviously as a sensible requirment you should brief passengers on the use of doors, however do not forget to stress the importance of waiting for a complete stop!. .. .As for the statement on pulling the pitch back whilst taxiing, I am not so sure about this (any engineers out there willing to contribute) . .. .Part of the old argument in multi engined aircraft for not exceeding a 500 RPM / 200 RPM or thereabouts drop (admitedly from a higher RPM) on a feather and Governor check respectively is so as to not overstress the crankshaft.....it might just be that the level of risk involved could roghly be compared to buzzing Barry Diamond at a CASA open day over Kingsford Smith upside down in your traumahawk without a clearance!. .. .One time however when I do believe you should be pulling the pitch lever ALL the way back is in the event of an engine failure, This is not stated, at least not in the '67 pamphlet otherwise known as the Pilot's Operating Handbook. . .. .This dramatically decreases the amount of drag and if required will give you a significantly greater gliding distance, except of course in the event of a catastrophic engine failure. . .. .But boys and girls don't try this at home when practicing your engine failures, as the point from which you are close to the ground and reaching for the throttle when you have mucked it all up, will be the same point at which you impact should you forget to push in the pitch.. .. .In addition a point about some of the much older models of the 206; known as 205's or 210/5A's (much more like a 206 than a 210) Amongst various other differences you will notice a much narrower Elevator, this has the unfortunate problem of limiting your elevator authority, particularly in the event of a forward C of G with full flap. . .. .The laws of physics do not change for a 206/205 and landing with full flap DOES decrease your landing distance think back to the old days of physics and the ever reliable equation; Kinetic energy is equal to 1/2 mass multiplied by velocity SQUARED. This means that should you touchdown at 50 kts with 20 degrees of flap instead of 45 knots with full flap you carry 23% more energy for a measly 11% increase in touchdown speed.. .. .Having said this, landing your 205 with 20 degrees of flap when possible will impress the crowd and prevent the undesirable wheel barrowing you will find so difficult to correct with such limited elevator authority as that provided.. .. .Don't forget to adjust the height of your seat, as like many average height people, I find it hard to see over the coaming without full up.. .. .Some of these points may seem obvious, however I hope they are useful to some of the junior pilots that will be operating them.. .. .I achieved my first thousand hours primarily in these old girls but now that I am sleeping with another woman I feel it my duty to point out that despite her uncompromising reliability she would have to just about be the world's most unphotogenic Sl#t, despite he fowl looks the Bit%h slept with many more pilot's than I ever did.

Thanks for the tips Gaunty; if you learn something every day the day was worth it. The POH I was referring to was a fixed pitch aeroplane; I (sorta) knew about the MAP thing but not enough to comment.

Re the cranking up of seats, I have found that due to the offset of the 'T' pattern in the attitude instruments in 182 & 206 (ie the AH or HSI is about 2" left of the column) when on the clocks it is better to crank the seat down so that the instuments are as close to eye level as practical. The new-build Cessna singles have their attitude instruments centred on the control column position.

Have also found it worthwhile to demonstrate the action of the front door opening system, and then have the pax do it as well, before start-up.

In my briefing include the line that "if anyone sees another aeroplane in our bit of sky before I do, they win a dollar" (for kids or $5 for adults).

Regards.

I found the 206 an absolute sl*t to land at first, but sussed it after a while. I never used full flap, only 20 degrees and found that this worked a treat, even on short strips. I found bringing the power off nice and slowly during the flare did the trick. Have tried this method in other ac and it isn't so successful. The 207 by contrast landed itself, piece of p!ss.

The 206 was bloody versatile, good for loads, and i would still rather take one than a C210.

Didn't fly many 207 hours, but when it caught on fire one day i lost a bit of respect.:eek: :mad:

Thanks 4 excellent tips guys !
 

When really desparately trying to get airborne off the end of
a strip, I've "bounced " it into the air ;
but be Very Careful !