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>