April just passed .... had a lot of fun ... aeroplanes being used like they were intended.....give you the itinerary
maun to leroo le tau on the 6th. SAF about midday two pilots seemed a check flight
LLT back to Maun young lady pilot old C206 on the 8th (I once flew a much older C182 from oshkosh to OKC - different story)
Maun to Moremi with Serg in SAF on tuesday 10th
Moremi to Sevuti C206 on Thursday the 12th.
Sevuti to Chobe Saturday 14th with Serg in a C208.

SAF was the first turbo airvan I'd flown in. I'd spent years (literally) in the back of the two prototype Airvans, so I was interested as to why opinion on the turbo was so polarised, and from the middle of the pax cabin I was disappointed by the level of the noise and vibration. I wouldnt mind doing a one for one comparison between the standard and turbo with a noise meter.

The last flight (208) was a burning and turning turnaround and while Serg was distracted one of the already embarked passengers leapt out the LH rear door and RAN past the propeller - that got our attention. I think you might need to improve B&T ops (and yes you do have to cater for idiots) - you might want to discuss that offline

I no longer work with the company. I've moved onto Canada.

There isn't any turbo airvans in maun. SAF is definitely a standard engine!
Glad to hear you enjoyed the flights! Hope the girl did everything right! I did most of her line training...

The hot turn arounds with the Caravan are always hard. I made it a point to position myself between the pax and the propeller so never had any issues like that. Usually there is a barrier in place as well....

I can pass on your comments if you wish.

From a passenger perspective, what was the difference in noise level with the C206 to the GA8? What would you want improved?
I always felt the airvan was a much better aircraft for that environment.

Turbo Airvan
 

I flew in the back of the turbo airvan when it was up in Maun for demonstrations. It was remarkably quiet and fast. Quieter in fact without a headset than with the low quality ones provided for us.

Well the back of SAF was not quiet. Most of the noise was coming from the door seal which needed some attention, and conversation was difficult. Both 206's I flew in did not have the wind rush - maybe better door seals. The vibration coming up through the floor was much greater than I remember in the prototypes so might be the three bladed prop. Maybe the engine mounts have been varied. And I've prepared prepared the odd "demonstration" aircraft myself, so I'm wary of that. The turbo should be a little quieter given the muffling effect of the turbo. lilflyboy262...2 your protege was fine ... didn't like chocolate Easter eggs though. What's the drill on feathering the PT6 for b&t turnarounds? Incidentally no barriers during dis/embarkation for b&t. KiwiAlex what was the MP and RPM?

Usually only feather over the concrete pads. Feathering over stones and gravel usually end up getting picked up and hit by the blade. Also get loads of dust being kicked up if there isn't a decent wind blowing it away. That's one of the last things you want getting sucked through the PT6.
As for the lack of barriers, I can't explain why there wasn't any there.

As for the Airvan comments, I will pass them on to the Ops Manager. Get him to have a look at them.

methinks some concrete might be in order then. If not as a pad for fx, then as a decent anchor point for some removeable barriers. It was trying to combine loading the pax and the luggage at the same time which caused the trouble. The guides can label the luggage if required, and they can put it near the pod allowing the captain to pay full attention to the pax. It would only take a minute to load the pod once all the pax were in the cabin and the door shut. An accident like this would be a devastating event for the company and well, you know how the world press and blogosphere would react.

Hi Aeromariner, long time no talk.

I am just back home after another 60 Airvan hours in the last couple of weeks amd ar$e is just fine, though i was certainly not responsible for the enduro foam substitution for the bus cusion. That original was excellent and i wish it was the one that was used. I believe they may also be used in some of the more comfortable train seats as well.

I agree that the vibes that the three blade turbo makes are a little more noticeable than the two blade normally aspirated version. And internal noise level seems (subjectively) a little more intrusive, though making the extra MAP is a likely conributer. I really prefer the NA two blader overall, ecxept for when the extra altitude performance of the TC allows cruise at FL180 when a big tailwind is available, 180 kt GS is nice and i regularly cruise the TC in the flight levels where the power can still be made, the TAS adds up and i can hunt for favourable winds. I still like the NA better all the same, it is nicer to fly and a bit smoother engine/prop combination i think. It also has a better useful load. It is only really when climb or altitude (above 10,000) performance is needed that the TC romps away.

I cruise the 2 blade NA at 25"MAP 2300 RPM 61 l/hr but this limits it to about 6000 ft. The TC likes to run at 30" and 2250 for 63 l/hr for a similar speed of about 128 TAS at the 6000 - 8000 ft mark and 131 at 10,000 ft

5 inches more MAP for 50 RPM and only 2 litres/hour doesn't sound right?

I wonder if someone from PPRUNE land that we know was flying the VH registered AIRVAN in the VALDEZ landing comp?

Valdez Show 2012 | Ohio Bush Planes

http://members.iinet.net.au/~bc_j400/airvan1.jpg

http://members.iinet.net.au/~bc_j400/airvan2.jpg

http://members.iinet.net.au/~bc_j400/airvan3.jpg

Crikey! The Kodiaks launch looks a bit busy..

I don't think he is a blogger

I've always wondered at the advisability of a competition which encourages such low and slow flying.

I recognise the skill, and the usefulness in off-airport landings in the bush (delivering hunters, food etc to remote, no-runway locations) though.

Correction
 

The RR 250B17F1 is 450 SHP not 715 as quoted.

airvan seats
 

To HD there are other seat cushions and seats out there you have just got look

gawd MB I thought you could have chosen a better monicker

It was flown by Dave Morgan son of the co-founder of GippsAero, George Morgan.

Etiquette...... fork in left hand and....."Is that a dagger I see before me?" :eek: !!

aeromariner - spent a week or so with PH in ZA for AAD in GP in late sept and he was about to deliver his 18th Airvan to Maun! top bloke! that Hansa beer was nice too.

Silicon door seals on later model Airvans is better quality than the older black rubber profile from clark rubber!! but the rear door seal, especially around the forward rocking latch still needs refinement. Despite numerous attempts to eliminate the draught, ,which may even be helpful in africa on a summer's day, that little jet of subzero air can get very annoying at altitude on a cold day. I dont often sit in back but tried every seat on a trans continetal flight recently. Row 3 left worst for drafts. row 4 left (centre) best for leg stretch and warm heater air but is resticted for cool overhead air. front left still my preferred seat.

acft i flew in ZA had Stec 50 A/P, Noice!! why didn't you think of that!

HD

STEC (aka Meggit) .... talk about taking a dagger to my heart you filthy swine. Has somebody done the STC? GM must be furious. What did he have the model 50 coupled to? You forget the superb inflight entertainment system I had in the back until I lent it to you and you broke it

PH has done a couple, this one had KFD840 driving it. Customer aircraft.

KAP 140 would have been easier to move than KFC 225, overkill for the GA8.

You never gonna forgive me for not pressing 'save' are you!

All the best for chrissy mate,

HD