vpjr

That would be 6 Jumpers. You would be lighter in most cases on fuel. I didnt have the doors off and spoiler installed so the time would be close.

Got an unrestricted climb to FL230 today, 24min 18 sec, #160 under gross weight, 12 gals of Jet A to alt. Did some airwork up there so didnt do the return trip times.

I also do not like the "We were here first" argument used by either party. It gives it weight were there shouldn't be any. Sounds like a 9 year olds argument. Things change and not always the way we want. I bought my property with an interstate 1/4 mile away. When I looked at it the wind was blowing the noise away. The wind shifted and then I can hear the noise. Sometimes a lot of traffic and there will be more not less in the future. But I dont hear any of it while climbing to altitude in my Cessna 206. One neighbor doesnt like the sound of my airplanes but doesnt hear the highway? I told them they had every right to buy the property before me and control what happens with it. They could buy me out now for the right price and plant flowers for all I care. I have the right to use the airspace just like they have the right to drive down the Hwy in front of my house. We both have to suck up change.

KC Center over mid mo. I called in a IFR Flight plan 10nm radius with block FL180-240 with all the details of the flight test 2 hours prior. The controller seemed to be overworking herself. I think the airplane could do FL300 easy. My O2 saturation was still 95% but saw my flight engineers at 83%. Need to get him a mask with a mic to go higher.

Today during flight test. Aircraft at 3600# gross for takeoff, Climb to 23,000 ft. 500fpm through 22,000 ft msl @ 660C ITT, 265hp at that altitude. Got stopped a couple of times on my IFR climb so time to climb and fuel used data skewed. Wanted to go to FL240 but couldnt get approval. Not that it matters for this group but 165kts TAS at 22gph with large tires.

In Aviation and even Skydiving, Each step forward does not show you when you will achieve your goal only that you havent quit.

All Aft CG stalls @ 3600# completed and no problems with stability. I have the Sportsman STOL kit installed but removed the Wing-X and Superdroops for the flight test. Power on Stalls at 260hp both IAS and CAS probes needles are against the low speed pins. >35Kts.

This years Para-Shoot includes a Shoot house for those who qualify. https://www.facebook.com/photo.php?v=10201889774712570

Flight testing is going well but I expected more horse power at my target 640C temperatures in this summer heat. We are using the EI engine monitor that corrects for resistive errors instead of the resistor and Barfield Cal that was in the Twin Otter so it appears more accurate. I also have my King Air 90 engine that is classed for higher alt than the Twin Otter so If I reclassed it it would spin faster and give me more TQ at lower alt. Durning the winter test flights I could get the 450hp at 640 but now only 350hp at the same 640c temp. It holds 1600fpm at gross from takeoff up through 8000 in this summer heat but I wanted more. More, More, More!!!. Still very smooth and trouble free, Climb times are very close and fuel burns are within my initial targets. Moving fwd.

Multi engine aircraft have a greater chance of engine failure than Single engine aircraft. I do not have that statistic just heard that over all my years at the airport and seams right. My opinion is the Twin Otter reaches blue line from Vr over time quicker than the KA, both have adequate rudder authority at blue line and climb rate, The KA is more complicated during V1 cut / climbout than a Twin Otter with the retract gear. After flying 25+ load days I am happier in a Twin Otter because of the reduced work load. The Twin Otter is cheaper on labor maint cost per seat than the King Air but more expensive in replacement parts cost. King air is definitely cheaper, I couldn't afford to keep my Twin Otter. If a Twin Otter just had that nice KA seat.

ZigZag you need to quit lurking my youtube videos and get out here and enjoy what we got! Turbine 206 is moving fwd!

What Model U206 do you have? What was the empty weight? Something still sounds wrong.

I think your airplane needs to be weighed. The Cessna original W/B is kind of difficult to determine how Cessna configured the plane at delivery and what it should weigh now with seats, armrest, cargo doors, etc removed. Years of adding and removing things the math can get messed up and if its working against you weigh the plane.

My wifes U206 is set up quite well with engine and wing mods. It will do .5s with 6 to 13K agl in spring and fall and 36 min in the summer. My 520 airplane with the same wing mods but lighter does it 6 min slower. My aircraft have all tweeks you can do and motivated pilots. Someday Ill be telling you how fast my PT6 U206 does it.

Well if your overweight with 6 jumpers and fuel the point is mute. 5 jumpers it is. That lexan door must weight 30lbs min. If you have autopilot, big stack of radios, it sounds like your aircraft is heavy. No STC that I know of. No Field approval that is transferable that I know of. AC 105 2C is Cancelled and now -2D Par 8 page 9 (f. and g.) "The maximum number of skydivers is determined by that aircraft’s W&B limitations, as long as there is a seatbelt or restraint for each skydiver." "will most commonly be found" is not a limitation in my book. Thank you for working this thread. I needed to go through it and print for one of my new pilots. [/url]http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20105-2D.pdf[url]

The 206 has a gross of 3600lbs and mine have empty weights of 1800-1900 lbs. 6 Jumpers at 200 pilot at 180 and fuel for 3 loads plus reserve. The CG is in legal and safe for takeoff and empty landing on C models and newer. Most 206s just dont climb well when loaded to gross. Put a big engine and wing mods and they do better. With passengers you have to have seats. 6 seats in a 206. Skydivers do not use seats. Where is the Limitation of pilot and 5 skydivers?

Smell Test, Cargo doors removed and spoiler installed. Empty with just fuel and pilots. 90 - 80 mph climb no exhaust smell at all. Jump run power back, 80 mph indicated level flight, slight exhaust smell. Decent no exhaust smell. Passed the test

1099 vs. W-2. I had the State of NH hit me for one of my 1099 pilots. I fought it and lost. I am in MO now and the State sent me a pilot job posting were I would be a contractor. No workmans comp etc. Im holding it for when they come after me for taxes for my contract pilots and jumpmasters.

You asked, We decided, No Foul play.

http://www.bishco.com/shop/Bishop/bishop-sales/home/index.html Tools for the tree jobs

Dave, Thanks for the PT6 206 plug. Big engine 182 with Wing-X then upgrade to my plane. Ive got a lot of snow here and after I get everything cleaned up Ill try and get some performance numbers and a video with the doors off and spoiler installed.

Flight test at 3600lb gross, Cargo doors installed, 325hp -350hp maintained, from 500ft msl - 14,500, 11 min and 8.4 gals to alt including start and taxi. At a higher power setting the engine should be more efficient requiring less fuel in the climb, doors removed and spoiler installed will increase fuel required. I did not preform the dive and return to landing on this run. Previous flights showed >5,000 fpm decent. Idle fuel flow is 15gph so a flight that included decent, taxi, and loading of 6 min would be 10 gals. My flight efficiency was poor and would improve with practice in this aircraft. More testing to come.

Stalls and Falls for your safety!

Short video of one of the takeoffs. https://vimeo.com/60276912

Putting the batteries in the back put the CG range in like the standard airplane. The aircraft is within the fwd cg limit with just pilot and within at the aft limit fully loaded. I currently have a 140lb weight in the 3rd row bolted down for ballast during flight test to move the CG closer to the center of the envelope.