MERGED: Cessna 207 POH
Thread Starter
MERGED: Cessna 207 POH
Hi all,
Tried searching for any links on here to a downloadable C207 Manual...unfortunately the only results I got are for the infamous C209, god i'd like to fly one of them someday...
ANYWHO, does anyone happen to know where I might find a C207 POH online to download? Any help is much appreciated,
Thanks!
Tried searching for any links on here to a downloadable C207 Manual...unfortunately the only results I got are for the infamous C209, god i'd like to fly one of them someday...
ANYWHO, does anyone happen to know where I might find a C207 POH online to download? Any help is much appreciated,
Thanks!
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PM me if you don't do any good. I have one here somewhere that I'll lend you to photocopy, but it'll take me a day to sort through my junk.
They weren't all that good you know.
Cheers.
They weren't all that good you know.
Cheers.
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They weren't all that good you know.
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The 207? I'll second that. Horrible machine.
But that C209 - wow!!!
Thread Starter
Alright, allllright, yes its not the greatest machine ever...but the fact still remains i'll probably still be required to fly one and as such would like to know as much as possible before beginning!
So, once again, anyone know where to find one?! :P
So, once again, anyone know where to find one?! :P
Thread Starter
I enquired about the same thing a while back as well with no success, might I ask what you require one for? Can I assume you've gotten a job that will involve flying one?
If this is the case you're best bet would be to simply ask for a copy of their Ops Manual to be emailed to you if possible as it'll outline a lot of what you need to know!! Most of the procedures you'll find are the same as a C206, it really is just a longer version, and pretty much the same operating speeds from what I recall, its just the loading which is different...not difficult though, just stack the nose with as much as you can (to the limit...) then load heaviest crap forward and you'll be right!!
Personally I have a bunch of hours flying the C207 and actually quite liked the old beasts, they take a bit of getting used to though
I don't care what the others say, 600+kg of freight and still getting 500fpm on a 38degree day in a single engine piston is doing just fine by me! 1500-2000fpm climbs when empty can get you through more than a few small holes on a crappy weather day too!!
If this is the case you're best bet would be to simply ask for a copy of their Ops Manual to be emailed to you if possible as it'll outline a lot of what you need to know!! Most of the procedures you'll find are the same as a C206, it really is just a longer version, and pretty much the same operating speeds from what I recall, its just the loading which is different...not difficult though, just stack the nose with as much as you can (to the limit...
) then load heaviest crap forward and you'll be right!!Personally I have a bunch of hours flying the C207 and actually quite liked the old beasts, they take a bit of getting used to though
I don't care what the others say, 600+kg of freight and still getting 500fpm on a 38degree day in a single engine piston is doing just fine by me! 1500-2000fpm climbs when empty can get you through more than a few small holes on a crappy weather day too!!
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C 207 POH
I gave my copy to DC-2 with the proviso he think about handing it on to others when he is finished with it. It may pay to PM him and put the question to him.
Sprucegoose
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For this particular aeroplane.......... power + attitude does NOT = performance
Im going to fly C207 next weekend, anyone could write some tips and tricks for this a/c?!
Regards
Regards
If the pax have been to the all they can eat buffet, just make sure that each seat has a spew bag, not like my experience where the spew bags had not been restocked by a certain ace from the previous flight and the clients had to share a spew bag on the scenic flight B.
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Could anyone tell me practical thing about checking fuel in C207?
Im sure that fuel gauges are fakes so how about fuel stick?
Ive got one but for C150/152....
its so important for me because im gonna to fly with parajumpers
Im sure that fuel gauges are fakes so how about fuel stick?
Ive got one but for C150/152....
its so important for me because im gonna to fly with parajumpers
Here's a good tip.
FUEL GAUGES ARE A REQUIRED PIECE OF EQUIPMENT
For fcuk's sake don't use another aircraft type's dipstick.
Obituary subject waiting to be written about.
Is this a wind up?
FUEL GAUGES ARE A REQUIRED PIECE OF EQUIPMENT
For fcuk's sake don't use another aircraft type's dipstick.
Obituary subject waiting to be written about.
Is this a wind up?
If you're going to be flying jumpers then you're likely to be using minimal fuel. If it doesn't have a reliable dipstick then make your own dipstick!
Get a stick or old ruler. Run a tank dry during a flight (but make sure you departed with plenty of fuel in the other tank). Dip the 'dry' tank before refueling. Mark any fuel level that shows as 'zero' (it's unusable fuel, for practical purposes). Add a fixed amount of fuel eg 20 litres and dip again. Mark the fuel level. Repeat. Preferably repeat until the tank is full but you may not have the opportunity due to weight limits for subsequent skydive flights. At least do it enough to give 2 or 3 drop runs.
If the fueling place isn't level then you may need to have more than one set of calibration marks - one set for refueling, and another for when the plane is in its usual parking spot.
Get a stick or old ruler. Run a tank dry during a flight (but make sure you departed with plenty of fuel in the other tank). Dip the 'dry' tank before refueling. Mark any fuel level that shows as 'zero' (it's unusable fuel, for practical purposes). Add a fixed amount of fuel eg 20 litres and dip again. Mark the fuel level. Repeat. Preferably repeat until the tank is full but you may not have the opportunity due to weight limits for subsequent skydive flights. At least do it enough to give 2 or 3 drop runs.
If the fueling place isn't level then you may need to have more than one set of calibration marks - one set for refueling, and another for when the plane is in its usual parking spot.