totter

Didn't realize that. Since you have to jump through all the hoops and hurdles anyway a permanently installed system would be the way to go. Good to hear that you have the basics and some help over there. Suprised PAC didn't want to sell you an airplane to go with the O2 system. If you go with the permanent system look into a Kevlar O2 bottle. Their expensive but their almost half the weight and, I believe, the Hydros are due every 15 years as opposed to 6 for a standard cylinder. Have to ask. How come a Kiwi dropzone flys a Porter and not a PAC? Would make for some real good BS on General Skydiving.

Remember, it all comes down to what the authorities on the far side of the world tell our Kiwi friend what he needs to use. If they say AVIATOR'S, then thats what he needs to use. I do agree with LouDiamond to the fact that we do not know what the standards are for O2 on the far side, so its better to initially say, "Use Aviator's" because that is a standard that is pretty much universal. If our Kiwi pal finds out that all three are the same standard, as some state here in the New World, then the choice is his if allowed. I've always used Aviator's, so I will stay out of that end of the discussion.

Check out this web site that billvon suggested. This company MAKES O2 systems for aircraft. If you are looking for a system to supply 8-10 people this would be the company to talk to. No need to over design a system like you would for a Twin Otter. They build systems for General Aviation that are self contained (regulators, manifolds, etc ...) and would be the size that you are looking for (meaning tankage). A welding tank is just to big and bulky for continues use in a Porter, plus it would add unnecessary weight for continues use. Most of their systems are 4-6 place, but I'm sure that you could piggy back them. Not sure how many loads one tank would last but they do design them for extended flights. Usually for 1-2 hours duration. If the pilot will be required to have his/her own bottle, Mountain High Oxygen sells them too. Used to have 4 of the bottles for the pilots to use for Big Ways or to do ferry flights. The bottle are about the size of a litter bottle. They held enough for 8 loads to 18k or 4 hours of flight. All can be filled from a larger bottle that is kept on the ground. The one good thing about these systems are that they a designated (PORTABLE), which here in the States, means that you do not need approval to have and use them in the aircraft. Just don't screw it down.

Eyes are still watering. Get better every time you watch. "What number would make you feel safe?"

RM, The STC will be for the Beaver, not the Single Otter. Sealand Aviation is working on it along with Trace. It will include an Upgross to 6000 lbs also.

Of course there is always a good game of "Flamin' Footie" to receive the badge of honor of a couple Jet A burns.

It's not a "Crack down". It's called increased over sight due to the numerous aircraft incidents & accidents. It mainly started with the Quantum Leap accident. The FAA has always made some type of presence at DZs, but do to recent mandates (going back to recent accidents) the FAA, at the local level, is now required to do more "Visits." For a 135 operation the inspectors are required to log at least 2 inspection visits per year. For 121 I'm not sure. Skydiving falls in a very grey area between Part 91 & 135. Due to the fact that the aircraft takes off & lands at the same airport on the same flight & also never goes more than 25 miles from that airport makes it a Part 91 flight. But, jumpers pay for the ride to altitude, which makes it a commercial operation. The average general aviation Part 91 pilot may never see an FAA inspector the whole time they fly. The Feds want to make it alittle more like 135.

It doesn't burn like "fire". It irritates like hell. Anyone who has changed a boost pump on a Twin Otter can tell you that once it runs down your arms and hits the underarm, that's it. Of course there are some who seem to be immune to the affects of Jet A. Anyone familliar with Toast. He was, maybe still is, the aircraft fueller at Crosskeys. He would bath in the stuff. You would see him over the summer take some of the excess in the hose and spread it on his arms. He said that it gave a better tan.

The Philly FSDO loves to visit all the DZs in their area in June.

I guess you haven't looked at my profile to see where I live. You may be 250, but like I said; "Did you have 180 some odd pounds of quivering, frightful mass strapped to your chest?" And no I don't mean your belly. The poster asked about tandems. If he can figure a way to exit the aircraft so that the tandem passenger doesn't kill the instructor or everyone else on the aircraft then the rest is easy.

Did you have 180 lbs or so of weight strapped to your chest?

Thats a great picture! Remember though, the original poster is asking about tandems, not fun jumpers. Little harder to climb onto the float.

If you can figure a way for them to easily get on the floats or clear the floats from the door then just about any float plane can be jumped with a tandem. A slide may be a good idea. Just don't make it out of wood. Splinters would be a bitch.

A beaver with the cabin extention is about the same size as a porter (cabin dimensions). A beaver without the extention is about the size of a Cessna 207 (just a little wider). It will burn around 35-40 gph at max cont climb. The issue that you would have would be the tandems exiting the aircraft. The floats stick out about 2 feet on either side of the aircraft. You could not exit a tandem without hitting the floats. Second, the steps that go down to the floats are very narrow. (2 inches wide) with nothing to hold on to. A single jumper could climb down, but it would be impossible for a tandem.

Ask and you shall receive: Our beavers have the upgross kits so Gross weight: 5370 lbs Useful load: Average 2000 lbs MAx speed: 151 mph Cruising speed: 127 mph Stall (Flaps up): 60 mph Stall (Full Flaps): 45 Take off dist: 1610 feet Landing: 1510 feet Initial Rate of Climb: 920 fpm Rate of climb Max Cont power: 740 fpm @ SL 685 fpm @ 5K 410 fpm @ 10K MCA (Full Flaps): 65 mph Anything else?

The one that was at Crosskeys last summer is now up at Sky's the Limit due to owner/operator strife.

Coldest I've ever jump in; It was minus 65F at altitude. No eyelashes freezing shut, though. Was out of a Porter whose door would not stay closed climbing. The person on the bench would have to hold their foot on it all the way to altitude to keep it closed.

The "Usable Code" goes by aircraft serial number. What does it say for the electric fuel sending units and gauges? If Cessna says that you can put a '57 wing on a '56 by serial number, it (should be) the same with the fuel quantity system. If the IPC says you can, there is nothing the FAA can say. You don't even need a 337, unless you repaired the wing.

It's not actually a skydiving event, but it is an event in skydiving, "The Big 5-0"; Happy 50th Birthday Paul Meager!! From your Alaskan In-Law, Bagel. So, if your in Z-Hills buying a drink at the tiki bar don't forget to say Happy Birthday to Paul. Or just post your birthday greeting here.

N/A

Maybe its in Humacao? Theres video on YouTube of it flying in Humacao, July 2009. Plus I was informed by someone who works for the aircraft owner that it was still there.

The rails are usually made out of UMH Teflon, 1/4" thick by 2" wide. It can be bent and molded to conform to just about any radius.

I noticed that also. Definitely to nice for a jump ship.

That door would be totally un-useable. All the doors that I've ever installed have that tracks flush with or as close as possible to the ceiling, following the contour of the fuselage.

captain1976; Here's what we use our round engines for. Another use for a Beaver also. The 2nd picture is my son going for his first ride in a Beaver on his second birthday.