Thats another daft thing to do because you don't know how much of the liquid you are getting into the one being filled. You need to invert the supply cylinder then fill the reception cylinder with a U bend in the supply hose while it sits on a set of scales until you get the right amount. Then that doesn't work very well with the consumer bottles because they have a spear to try and stop the liquid getting out the valve because the valve seals arn't designed to handle liquid hydrocarbons.

And even then if you have opened the recieving cylinder and air has got into it or you haven't flushed out you lines. As you fill it you may get a bang when the partial pressure of the O2 in the receptical goes up to high enough level to flash burn. This might not occur until the cylinder has sat in the sun a bit or been stuck in the back of your car for a period.

They arn't filled to the top maybe only half full and then if you fill it then throw it in the back of the car it will then heat up and there will be no room for expansion. I think they are rated up to 20 bar at 50 deg C if there isn't enough volume to compress sitting ontop of the liquid its quite easy for them to explode (not in the burning way but like a balloon)

All the ratings are lots of 2's from memory

Your right - which is why when we refilled cannisters we always weighed them

I hope you flush your lines and have another tap just before the filler attachment.

I suppose you could just open them outside for a min the right way up and the LPG vapourising would flush any light gas out.

But the whole thought of having Butane in an aircraft gives me the shivers. There have been enough boats gone up with leaks, then add in having O2 kicking around as well.

And I wouldn't like to place bets on what would happen if you played o2 over the fat on a bacon butty. Could make for an interesting mouth full.

I remember when I was doing my training, on occasions, my instructor used to tune the adf into Virgin to listen to music as they "were bored". Needless to say, I stopped paying my money for his boredom and finished training with someone else.

Anyone remember John Koller (Liverpool based) - he did my and another in our group's IR renewals a couple of times in our Cherokee6 - To save time and landing fees at LPL he'd have us do an in-flight changeover - NOW John was a BIG guy and for balance in the 6 with three on board the third one sits in the back row
It was challenging :D

When I did my ATPL training years ago, I'd say about 50% of the instructional flights involved swapping seats front/rear between students. It was really useful as the ratio of taxiing, power checks, waiting, etc. to actual aviation was better, plus you got to see much more in the way of demonstrations and other guys' good flying and/or mistakes. It also enabled two or three people to do a long cross-country to different/unfamiliar airfields with varied approach facilities and terrain/weather without burning too many hours in the process.

If plied with drink, I might tell a story about landing in a Cub in a different seat to the one used for takeoff. No way would I admit to any such practices on a public forum. ;)

The opening post does not state whether this changeover was briefed and practiced on the ground before attempting it in flight.

Personally it is not something I would do in a PA 28 anyway - (see the link to the report on G-BKCB in post 51 above)

No - it was not, it was a decision made in flight by the instructor. The flight should have been to another airfield where the swop over of students should have happened. In other words on sit as the student on the outbound leg and then swop on the ground and the other act as the student on the return leg.

Is this behaviour something that most of us wouldn't indulge in with non-pilots? Probably. Is it incredibly dangerous compared with everything else associated with light aviation or life in general? Probably not.

I'd be much more concerned with a report detailing a habit of low, slow and shallow final turns than a seat swap in mid-air, IMHO.