little stuck on this one
Joined: Nov 2008
Posts: 2,890
Likes: 1
From: The Shire
My considerations for this flight in the trusty old baron first would be:
1. Fuel required (IFR, VFR stuff)
Then
2. The payload available = xxx
From there I'd be looking at:
3. Take off alternate (engine failure after takeoff, can't return to land at departure aerodrome).
4. Then ETP, PNR and single engine PNR.
5. I'd also be looking at an enroute alternate for a bolt hole.
6. Then I'd be considering life rafts (400nm limit) life jackets, survival kit.
7. Financial stuff like landing fees is generally handled by the boss, after all they tasked you with the flight. You generally only have to consider the operational stuff. You can ask if they have a preference where you get fuel. Some places are cheaper etc etc.
8. Get an updated wx report 60 mins to your departure time and enjoy the flight!
1. Fuel required (IFR, VFR stuff)
Then
2. The payload available = xxx
From there I'd be looking at:
3. Take off alternate (engine failure after takeoff, can't return to land at departure aerodrome).
4. Then ETP, PNR and single engine PNR.
5. I'd also be looking at an enroute alternate for a bolt hole.
6. Then I'd be considering life rafts (400nm limit) life jackets, survival kit.
7. Financial stuff like landing fees is generally handled by the boss, after all they tasked you with the flight. You generally only have to consider the operational stuff. You can ask if they have a preference where you get fuel. Some places are cheaper etc etc.
8. Get an updated wx report 60 mins to your departure time and enjoy the flight!
Joined: Jan 2006
Posts: 97
Likes: 0
From: new zealand
Way back to the original post: a common 'error' for CPL's under training we had was for them to plan and fly a route that was pilot friendly rather than commercially efficent- classic example was to get airborne from the uncontrolled home field then track away from the neighbouring controlled field to go around it's boundaries- what they had always done to reduce workload etc. Commercially it was better to get the atis on the ground, get airborne, change frequencies, get a clearance and go direct- higher pilot workload but far more efficent from the operations side of things.
Joined: Dec 2008
Posts: 2,162
Likes: 1
From: melb
'A Bob' I was thinking the same thing but it matters none really whether the thread poster will return he has at least sown the seed for some to ponder over if they are at that stage of flying.
All these threads that get started & usually fizzle out provoke thought & can only be a good thing, that's how we learn, we ask, we inquire & we store little bits of info deep down inside our own CPU for another time:-)
It is said the art of flying is based on one thing, the ability to learn
Wmk2
All these threads that get started & usually fizzle out provoke thought & can only be a good thing, that's how we learn, we ask, we inquire & we store little bits of info deep down inside our own CPU for another time:-)
It is said the art of flying is based on one thing, the ability to learn
Wmk2
Joined: Sep 2008
Aviation Qualifications: ATPL
Posts: 3,426
Likes: 1,191
From: 41S174E
Too true FTDK, the 58 is pretty capable. I remember taking four doctors with bags and dropping them at different communities and then reversing the loop at the end of the day and picking them all up and taking them back to Kathrine without uplifting any fuel. If I remember correctly they were limited to basically a laptop and their lunch in order to fit enough fuel on though.
