vpjr

All my 206s have the large horizontal stabs. Ensuring the empty W/B is set right (battery placement) then the Max GW and empty landing will be in and the airplane can do STOL landings. I was thinking to flatten the exhaust pipes like a Porter creating a Canard effect reducing elevator loads.

You are correct on the current prop clearance. The nose gear strut was still flat and when it is pumped up the prop will have much more clearance. When the strut is deflated and tire deflated the prop has positive clearance. W/B will is the next big question. It didnt feel nose heavy but the scales will tell the tale.

Started it last Tuesday. It would be nice to be happy but the lost time due to them not working on it has me so upset. Ill try and post a photo and the link to the start video. [/url]https://picasaweb.google.com/lh/photo/01ho0u2sREbUuellJ2nI8dMTjNZETYmyPJy0liipFm0?feat=directlink [url]http://youtu.be/CxnzgvfdaDw

After a quality graphic engine monitor. Lean of peak check. Some cylinders may be on the rich side of peak but near best power = hot , # 1 may be on the lean side of peak but indicating nearly the same numbers (egt cht) as a best power but not producing as much power = colder. As the throttle is pulled back that cyl goes leaner and colder. Many things can cause an imbalance of air fuel mixture. partially blocked fuel injector, induction air leak, exhaust backpressure. Air/ fuel is your primary temp control, next oil, then cooling airflow. A quality graphic engine monitor and a pilot that understands it is the best insurance for that tightly wrapped big bore. When you have a pilot that can control the mixture knob and that engine dialed in it makes good power.

I think there should have been advertising down those boxes. Get paid for that Stunt. Good job.

They started working on it again 3 weeks ago. It is not running yet. Close I think, if they do not stop working on it again. There still is a lot of work to get it flying. Bill now says that he didnt tell me that it would be flying in April. Say that I am totally mistaken. Seems others have heard the same thing as me. If you have time / interested in this product / willing to give me a hand in showing this product viability, give him a call and find out when this will be flying. I can understand "why should I call so someone can lie to me?" I have lost a lot of sleep over this.

Over 10 years ago I remember a Florida sales man trying to sell some for Skydiving. Great looking product. Upgraded to PT6-65s I think. To expensive for us.

Yes I like the Sportsman Stol. Cheaper than the wing x. I also like the wing x. You do not need the gross weight increase that the wing x gives the early models. The sportsman gives great performance in the 182 giving better handling and climb at the heavier weights. The P model 182 is a heavier airplane. The sportman also provides great engine out safety. The wing x seems to help at higher altitudes and higher airspeeds. All of my aircraft have both the Sportsman and Wing X installed and the 206 needs them both to carry the #3600 to 14k msl.

HP first, Short/Soft field and small t hanger go with the Sportsman Stol leading edge cuff. Big hanger and long runway get the wing x. Im not having any luck with the turbine conversion.

could this (kiting the wingsuiter) be duplicated using a fast boat on a smooth lake? What speed would the boat have to go?

I talked to them a long time ago. They said only to Experimental. Not STC. We need the US STC to make it usable.

I agree.

That company specializes in Rolls Alison C-250 engine conversions. Different animal. This would compete with their current product.

Thank you everyone that has shown interest in this PT6-20 U206 concept. Unfortunately the company that is supposed to perform and complete the work to STC cannot find the time to work on and complete my airplane. Quality work has been done on the aircraft and significant effort by the conversion company has been done. 90% done 90% to go. They were behind on the contract over a year ago and I allowed it to continue because of the quality work but for the past 7 months they have been pushing it to the back of the hanger and working on it when nothing else is going on. They tell me that they will work on it tomorrow, It will be running in 2 ½ weeks, flying by ___, but it has just been words from the owner of the company and no action. I believe they had good intentions but they already have all my money and working on my plane doesn’t bring in money today. I want this program to be completed but there has to be a change. The company contracted to complete the work need to dedicate the resources and time to finish it now or I will have to recover my airframe, engine, prop and sue them for return of my money and the repairs to my airplane. I do not think they have the money/Time/desire to buy another U206 and use their experience and parts to build another aircraft and finish it. (Or they would just finish mine) If I pull my aircraft and parts this program will never go forward with this company unless they find another sucker. I will have to sue and they will probably just drag it out in the courts, bleed the company dry, and declare bankruptcy instead of doing the right thing and making me whole. If I go that way I get screwed but I get back my airframe and start repairing my losses. Not that upjumpers love Cessna U206s but this PT6-20 U206 would be a Cheap, screaming fast, easy to fill, Tandem hauling, Turbine reliable machine that fills this jump aircraft gap. I am hoping that if possible buyers of the conversion kit contact them, ask if they are going to complete it, express interest in purchasing a completed kit with STC, explain the demand for this aircraft, When it will be completed? How much the kit will cost? Show that this will be a money making endeavor for them if they push forward and get this done. Hopefully then they will dedicate the time needed to get it done. Don’t get into a conversation of Why it’s not done because it is a waste of time. Ive wasted enough time and money on that “F”ing question. The owner has a list of excuses of why it’s not done, blames me, (Really?) I have not delayed this program in any way and they have received the money up front and in full. If you would be a serious buyer of the conversion kit please contact him. Remember this needs to be the carrot. Ive been swing the stick but his hide is to thick. Turbine Conversions Ltd. http://turbineconversions.com/default.html Bill Hatfield (Owner) 616-837-9428 [email protected] (Do not give these people any money without the hardware in your hand or everthing air tight in an escrow account) Thank you for your support in this endeavor. Van Pray Jr. 636-484-0084

Besides the obvious fire hazard of hot fueling the pilot is not sampling his fuel for water or other contaminations. I know of one hot refueling accident because of it. A lot of hazards in life. I have hot fueled and will again. Many steps can be taken by the pilot and fueling crew to reduce the risks. If you see unsafe hot refueling stand back, come up with a safer SOP for refueling and submit it to the DZO / Pilot.

The short nose is Al and much lighter than the fiberglass long nose. Better climb times for Skydivers.

I have been a grumpy jump pilot on occasion. Sorry to those who had to put up with me.

Do they have an STC for the door install? Can you fly with out the door spoiler installed? What was the installed weight? Price?

If you give a good count, arch and hold it on exit, even if your instructors are unstable on exit you will pass. Doesnt matter what airplane, exit style, airspeed, you have to arch on exit. I have U-206s with the cargo door and the exits are less forgiving if you dont arch.

Poor guy, Every Christmas it will be the same story about how you broke your brothers leg. Hope he heals fast.

That Diesel comes in 200lbs overweight from a IO-520. Theilert was is also having financing problems.

My IO-550 powered U206 burns less fuel per head than my IO-520 powered U206. More gallons per hour yes, but more head per hour. There is also an increased efficiency in having more power at altitude. Easier for the pilot to hit the target altitude at the exit point, etc.

Which serial number do you have? Atlantic Aero offers the IO-550N tuned induction engine which makes 310hp continuous for the newer F models and later. I have the Texas Skyways IO-550 with the Super Simitar. It really makes a difference. The Super Simitar seems to pull the best, The 3 blade Mac 401 or 402 also does well. The Super Simitar is quieter. The larger prop helps Weight and balance with 6 jumpers. See P-ponk. I have heard of a dummy trying to put a PT6-20 on a U206.

I am not trying to plan dates anymore. The aircraft is being built to meet the STC requirements.

No visual progress. Much slower than I wanted. Still going fwd. Wish I had more to show off and brag but just frustration. Good points are, quality work, production jigs, molds with parts fabricated. Thanks for your interest.