The plane is registered to Canadian Pacific Railway - perhaps they should have taken the train home from Palm Beach.

laminar wrote: ↑Wed Jan 29, 2020 3:01 pmMy personal rule is a tow bar doesn't leave my hands. I pull it from a rack, move the plane, and take it back to the rack before my next task.

My personal rule is that I always put some other operator's name on my towbar.

valleyboy wrote: ↑Tue Jan 07, 2020 4:23 pmI'm thinking the vanguard era pilots are long gone.

Not all of them - my next door neighbor got his command on a Vanguard, spent a few years flying it, retired off the 747 (all Air Canada).

He's in his early 80s and quite healthy.

Bruce's family posted the following notice on LinkedIn yesterday: This is an announcement for the celebration of life for Captain Bruce Ronald William Flynn, Pilot, world traveler and loving father, brother and friend. Please feel free to join us on Saturday, January 11th, 2020 for his official wake...

Hello Josh: Your interpretation of what the Viking AFM for the Series 300 says is correct. I'm qualified to tell you are correct because I am the person who wrote the Viking AFM for the Series 300 and 400 aircraft. You have made one rather small misinterpretation (an extropolation) that doesn't affe...

There was some kind of a delay relay on some and not on others. The 2 second time delay (requiring 2 continuous seconds of low torque prior to autofeathering a propeller) was introduced by Mod 6/1329 at SN 290, around 1968 or 1969. At the time the mod was introduced, de Havilland recommended that i...

How come, on the twin otter, the autofeather system is not armed on the approach part of flight. Would it not be usefull duing a go-around? Can’t find anything in the POH. The takeoff phase of flight is characterized by low kinetic energy, low potential energy, and power levers stationary near the ...

NWONT wrote: ↑Sun Feb 18, 2018 9:38 pmThis checklist is dated 2010.

Uh, no, the date I see at the bottom of the photo of the checklist you posted is September 2006.

NWONT wrote: ↑Sun Feb 18, 2018 9:41 pmI just noticed...the Viking check list is dated 2010 also!!!

Yup, that's correct.

I'm still trying to figure out why they designed to propeller on the Twin Otter to not be able to go into reverse unless the prop levers are above 91% (full forward is 96%) unlike the King Air which doesn't seem to have this restriction. Pelmet: I can't comment on the King Air, I have no knowledge ...

I'm quite surprised to see that the FlightSafety checklist image posted at the top of this page, which has a revision date of 2006 (and therefore is most likely not the current version), advises the pilot to feather the propeller. The most recent version of the AFM/POH that I have a copy of (I retir...

Cliff Jumper: Below is an illustration that I think might clear up any confusion. It shows the operating range of a Series 300 and Series 400 Twin Otter propeller. I've annotated it a bit to highlight the difference between "beta range" and "ground operations range". When the propeller governor is c...

Sorry PanEuro if my post came off suggesting that you're wrong, that's not what I intended. I'm genuinely confused... thought I had it clear, but obviously you know what you're doing, and your understanding is different than mine. Hey, no apologies needed - I was wrong! :oops: I made a typo (I refe...

So, basically you are saying that any time the governor is controlling the propeller rpm it's 'alpha', and any other time is 'beta'? That is my understanding, and that is what I have written. As I mentioned earlier, I'm going to leave it to fellow forum member Pilot DAR to make the final call (& fu...

Hello Cliff Jumper: Sorry, I made a dumb typing error in the first post, the second statement of mine that you quoted should have read "propeller operating at a speed less than what is selected with the PROPELLER lever" . Very sorry about that, and thanks for catching that error - I will edit the or...

I recently met a pilot who used to fly in Nepal...He said that they had approval to use Beta in flight. He is incorrect. The type certificate holder (either DH in the early days, or Viking presently) has NEVER granted anyone approval to move the power levers aft of the idle stop in flight. Use of B...

This post got really quiet, really fast......????? Perhaps that is because I have ceased to post here on AvCanada (this will be my last post) because a Canadian freelance ferry pilot who chooses to fly direct from North America to Hawaii in the same type of aircraft sent a letter to my employer com...

Hello Robert: Welcome to the AvCanada forum. In this discussion thread, I documented a ferry flight that I made. I did this for the benefit of others who may need to fly this same route in the future in any type of aircraft, not necessarily a Twin Otter. Some months ago, I posted an inquiry on Pprun...

Once you made it to PADK I don't think PMDY is going to be a short cut to Japan... Yes, you are correct, what you say makes sense. What I was alluding to (I should have said it more clearly) was that Adak to Midway to Hawaii could be a viable alternative for someone wanting to ferry a small aircraf...

To the best of my knowledge, Midway (PMDY) is still open and operating. It's a little over 1,400 miles from Adak (PADK) to Midway, and about 1,150 miles from Midway to Honolulu. So, on the face of it, that route could be viable. But, closer investigation reveals that the whole Aleutian Island chain ...

Hello Lurch: I guess it comes down to the question "How much risk are you willing to accept?" The first question to ponder, when making a route analysis for a ferry of a Twin Otter from anywhere in North America to Hawaii, is the wet footprint of the aircraft. By this I mean what will happen if one ...