Found some pics of it over the years. Too bad.....
http://www.dhc-2.com/id859.htm
Beaver down
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musicalpilotchairs
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Re: Beaver down
switchflicker wrote: ↑Mon Oct 16, 2017 6:50 am Compared to a Beaver, the 185 really doesn't want to go flying. It's not much interested on getting up on the step. If you persevere though it will try to get to the destination much faster than the Beaver and it's not particularly caring if it lands gracefully or not.
Now the Beaver likes flying so much it'll get up on the step with just a few kind words from the pilot and it's so happy to be in the air it just doddles along hoping that the flight will never end. When the pilot insists that it land, it ever so slowly lets down to the water and gently sets down trying not to upset the surface.
That’s poetic!
I hope to get to fly one soon, that and a Curtiss Jenny...one can dream
Re: Beaver down
e.switchflicker wrote: ↑Mon Oct 16, 2017 6:50 am
Compared to a Beaver, the 185 really doesn't want to go flying. It's not much interested on getting up on the step. If you persevere though it will try to get to the destination much faster than the Beaver and it's not particularly caring if it lands gracefully or not.
Now the Beaver likes flying so much it'll get up on the step with just a few kind words from the pilot and it's so happy to be in the air it just doddles along hoping that the flight will never end. When the pilot insists that it land, it ever so slowly lets down to the water and gently sets down trying not to upset the surfac
Poetic.
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Schooner69A
- Rank 7
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- Location: The Okanagan
Re: Beaver down
"... it'll get up on the step...?
I remember back in the "old days" when pilots would talk about that.
I remember back in the "old days" when pilots would talk about that.
Re: Beaver down
Some good advice on this thread from people with more hours on a Beaver than I will ever see.
Regardless, these accidents will continue like clockwork year after year, stall in a turn, for whatever reason, close to the ground.
The only thing I want to add to this thread is that the aerodynamic performance of this venerable airplane can be greatly improved with the installation of a leading edge cuff.
A Baron Stol kit, with or without correction of the wing angle, allows it to take off and climb without flap, and fly level without a hair of flap either. Heresy, I know.
It is nearly impossible to stall it in as steep a turn as you can stomach, even with full flaps, at ridiculously low air speed. On wheels or floats.
In a full stall, it just wallows down, titter-tottering left and right, along the longitudinal axis without ever dropping a wing and rolling over.
It does all this nicely at altitude.
I don't know how it performs close to the ground and I am unlikely to ever purposely try to find out either.
I think this wing upgrade could very well decrease a good number of these inadvertent stall/spin accidents.
I would be interested to hear about the experience of the commercial fliers who have logged significant time in both versions.
My hat goes off to all the old guys who have flown the Beaver as built, for thousands of hours without incident.
It just proves that it can be flown as is if one pays attention to its needs.
I don't, however,think for minute that any of our comrades that perished in one of those typical Beaver mishaps, were idiots, lesser fliers, or just woke up on that fateful day heaven bent on crashing the airplane.
No, they were competent pilots, some with many hours under their belt, who at that particular time and place were overtaken by something unexpected.
Any and all things that we deal with every day, fatigue, poor weather and visibility, a heavy load, a remote distraction weighing heavily on the mind, a relationship issue, a mortgage refused.
All, in short, everyday distractions that we never know, but may be part of the equation.
Banal, everyday distractions.
We live with them daily. We are all vulnerable to the same end, in any airplane.
After nearly forty years of flying, I can say with certainty that, "There but for the grace of God, go I."
Regardless, these accidents will continue like clockwork year after year, stall in a turn, for whatever reason, close to the ground.
The only thing I want to add to this thread is that the aerodynamic performance of this venerable airplane can be greatly improved with the installation of a leading edge cuff.
A Baron Stol kit, with or without correction of the wing angle, allows it to take off and climb without flap, and fly level without a hair of flap either. Heresy, I know.
It is nearly impossible to stall it in as steep a turn as you can stomach, even with full flaps, at ridiculously low air speed. On wheels or floats.
In a full stall, it just wallows down, titter-tottering left and right, along the longitudinal axis without ever dropping a wing and rolling over.
It does all this nicely at altitude.
I don't know how it performs close to the ground and I am unlikely to ever purposely try to find out either.
I think this wing upgrade could very well decrease a good number of these inadvertent stall/spin accidents.
I would be interested to hear about the experience of the commercial fliers who have logged significant time in both versions.
My hat goes off to all the old guys who have flown the Beaver as built, for thousands of hours without incident.
It just proves that it can be flown as is if one pays attention to its needs.
I don't, however,think for minute that any of our comrades that perished in one of those typical Beaver mishaps, were idiots, lesser fliers, or just woke up on that fateful day heaven bent on crashing the airplane.
No, they were competent pilots, some with many hours under their belt, who at that particular time and place were overtaken by something unexpected.
Any and all things that we deal with every day, fatigue, poor weather and visibility, a heavy load, a remote distraction weighing heavily on the mind, a relationship issue, a mortgage refused.
All, in short, everyday distractions that we never know, but may be part of the equation.
Banal, everyday distractions.
We live with them daily. We are all vulnerable to the same end, in any airplane.
After nearly forty years of flying, I can say with certainty that, "There but for the grace of God, go I."
