Beaver Tips
Moderators: North Shore, sky's the limit, sepia, Sulako, Rudder Bug
Re: Beaver Tips
Good stuff beaverbob. Now, how would you strap two 45 gal. drums in a beaver? Im thinking a 2x4 mid way up, wrap straps around it and tighten. I have not hauled alot of 45's around in a beaver, but when I do its nice to know they're secure. thanks.
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flying on one engine
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Re: Beaver Tips
The Beaver Flight Manual Supplement No. 2 regarding the the R-985-AN-1, AN-3, -39 and -39A installations indicates a take off Manifold Pressure of 37.5 inches and RPM of 2300 with a max continuous 2200 and 34.5 inches. It does not mention reduced power take offs. This supplement was added to the manual in 1976 so I am sure it is readily available.
Sometimes it is worth knowing what is on your aircraft and checking the Flight Manual for the wisdom of those who really know.
Sometimes it is worth knowing what is on your aircraft and checking the Flight Manual for the wisdom of those who really know.
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Handsome B. Wonderful
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Re: Beaver Tips
Did anyone say beware of downwind turns, under say 80-85MPH??? Especially at low altitude? And if you were going to do it, to keep some flap out. I seem to recall that being beat into me pretty hard...'been a few years tho.
ROGERDILDOINANDOUT
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iflyforpie
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Re: Beaver Tips
HUH!?Did anyone say beware of downwind turns, under say 80-85MPH???
What difference is there doing a downwind turn vs an upwind one?
I'll let you think about that for a while...
Geez did I say that....? Or just think it....?
Re: Beaver Tips
Good comment! Illusions of drift.... If you are looking at your landing area first, as most of us do, you go downwind. When you decide where you wish to touch down you adjust your turn so that when on final you will be in the correct spot to land, correct orientation to swell, down and stopped before the boat swells, next to that log, close to the dock coz its too windy to turn on the water, etc. Most of the time you are staring at the obstacles and the place you wish to land with only occasional glances at the airspeed indicator. If you are low and slow and turning from downwind, into wind in a restricted area....
If you are landing in the flats - no biggy. If you are landing in blowhole Bay or Kyoquot or similar, it might cause you some discomfort.
Another caution: Landing downwind because of obstacles, step-taxiing downwind and having to make a turn, like around the corner from Tahsis to CeePeeCee.....
I'll let you think about that for a bit.
If you are landing in the flats - no biggy. If you are landing in blowhole Bay or Kyoquot or similar, it might cause you some discomfort.
Another caution: Landing downwind because of obstacles, step-taxiing downwind and having to make a turn, like around the corner from Tahsis to CeePeeCee.....
I'll let you think about that for a bit.
"What's it doing now?"
"Fly low and slow and throttle back in the turns."
"Fly low and slow and throttle back in the turns."
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iflyforpie
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Re: Beaver Tips
Still, it has nothing to do with the aircraft, it has everything to do with pre-planning your approach.
I may be land-bound, but I go into plenty of places where down-wind maneuvers take me into tight quarters. The key is to anticipate the effects and make your turns earlier. Keep your airspeed as normal (I rarely look at an airspeed indicator; I trim to a certain speed and pay attention to the pressure on the yoke), and don't speed up a turn by using uncoordinated inputs.
Downwind landing or step taxi, same thing. It is going to take longer to stop, it's going to be rough, and the plane is going to want to bite its ass the first chance it gets. Anticipate, don't let it get out of hand, and know the aircraft's limits.
I may be land-bound, but I go into plenty of places where down-wind maneuvers take me into tight quarters. The key is to anticipate the effects and make your turns earlier. Keep your airspeed as normal (I rarely look at an airspeed indicator; I trim to a certain speed and pay attention to the pressure on the yoke), and don't speed up a turn by using uncoordinated inputs.
Downwind landing or step taxi, same thing. It is going to take longer to stop, it's going to be rough, and the plane is going to want to bite its ass the first chance it gets. Anticipate, don't let it get out of hand, and know the aircraft's limits.
Geez did I say that....? Or just think it....?
Re: Beaver Tips
In theory, nothing. Practically however, depending on conditions, it can have it's consequences and there are probably enough Beavers that have been in the trees to back that up. I think the real potential "killer" is a combination of conditions and some of the inherent characteristics of the Beaver, many of which have been mentioned already. Going into my third year on the mighty Beaver, I still consider myself to be relatively inexperienced on it, but I was taught by a fellow with thousands of hours flying the things and heard the warnings of the fateful downwind turn and to always keep at least 80mph and have the right hand at the ready on the flaps. Most likely, not too many of those tales of Beavers dropping from the sky while executing downwind turns came on nice 5kt wind days. They were probably more along the lines of the 20 gusting 35 days. So when you're in your piston Beaver and you're heavy and it's hot, you're already in a position where you know your aircraft will already require some coaxing to maintain altitude. Add to that the fact that you're low and presumably slow and in a banked attitude and you are now in a position where your margin for error in terms of stall speed of the aircraft, is small. And then of course there is the lack of washout that beaverbob mentioned, lack of stall warning system (unless your bird has one of the afterthought ones.) So you find yourself with all of these factors stacked against you as you enter your turn, which slows you even further, when you get hit from behind with a 15kt gust (performance decreasing windshear) and quite possibly it's enough to stall your aircraft. Yes, proper planning and attention to detail should prevent this scenario from occurring, but you can see how it can happen and how some little quirks of the Beaver could make it a little more likely than the Cessna you're used to.iflyforpie wrote:HUH!?Did anyone say beware of downwind turns, under say 80-85MPH???
What difference is there doing a downwind turn vs an upwind one?
I'll let you think about that for a while...
Again, in theory, yes....but theory and practicality don't always match up. The first thing I learned, and learned very quickly after going from flying a 185 for 1100 hours to my first flights in a Beaver, was that they don't behave the same and don't share the same characteristics. Sure, the basics of flying are still the same, but they are two very different aircraft in terms of getting the most out of them. I like to say that what Cessnas are good at, Beavers aren't so good at and what Beavers are great at, Cessnas are not so much.iflyforpie wrote:Still, it has nothing to do with the aircraft, it has everything to do with pre-planning your approach.
Like I said, there are far more qualified persons than I to give Beaver advice, and I really wanted to just observe this thread, because I'm sure someone will have something to say to rip this post to shreds, but that's just my 2 cents.
Re: Beaver Tips
You are right Slats.
Just remember that in the conditions you refer to in your above example the difference between landing in the trees or on the water can be as simple as adding a few degrees of flap to the equation. Read my comments about turns on page 1
Well, I have to go to my Grandaughter's Grad ceremony now so have fun all.
Bob
Just remember that in the conditions you refer to in your above example the difference between landing in the trees or on the water can be as simple as adding a few degrees of flap to the equation. Read my comments about turns on page 1
Well, I have to go to my Grandaughter's Grad ceremony now so have fun all.
Bob
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Cat Driver
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Re: Beaver Tips
Wouldn't that require you to suddenly fly into a 95 MPH wind sheer of 180 degrees?So you find yourself with all of these factors stacked against you as you enter your turn, which slows you even further, when you get hit from behind with a 15kt gust
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Beaver Tips
I was taught 90mph.Handsome B. Wonderful wrote:Did anyone say beware of downwind turns, under say 80-85MPH??? Especially at low altitude? And if you were going to do it, to keep some flap out. I seem to recall that being beat into me pretty hard...'been a few years tho.
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Cat Driver
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Re: Beaver Tips
When turning at low altitude in rough air and strong winds extra airspeed is a safety cushion to help offset turbulence and possible wind shear.
Airspeed fluctuations are to be expected regardless of where you may be in the turn relative to the wind direction flowing over the ground.
What kills pilots is the illusion created by drift.
In decades of low level flying at very high gross weights I have never been able to identify any difference in how the aircraft behaved whether it was upwind cross wind or down wind.
Turns at low level have to be done very carefully taking into consideration not only the wind but what type of terrain the wind is flowing over, the Beaver is just another flying machine and is no more or less affected by wind than any other machine...relatively speaking.
If the Beaver had any design flaw that made it more susceptible to loss of control in down wind turns it would have been noted in the AFM.
Airspeed fluctuations are to be expected regardless of where you may be in the turn relative to the wind direction flowing over the ground.
What kills pilots is the illusion created by drift.
In decades of low level flying at very high gross weights I have never been able to identify any difference in how the aircraft behaved whether it was upwind cross wind or down wind.
Turns at low level have to be done very carefully taking into consideration not only the wind but what type of terrain the wind is flowing over, the Beaver is just another flying machine and is no more or less affected by wind than any other machine...relatively speaking.
If the Beaver had any design flaw that made it more susceptible to loss of control in down wind turns it would have been noted in the AFM.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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Blue Side Down
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Re: Beaver Tips
When in doubt, stuff the nose down. A wing doesn't perform any differently when turning from upwind to downwind, or downwind to upwind, or upright to inverted or with flow hitting the round side first or the pointy side first. The variable is in the pilots perception of and subsequent reaction to relatively dynamic changes of the wing's instantaneous angle of attack when turbulence is encountered or to a brief increase in total lift force due to a burst of higher velocity flow over the wing... that whole half-rho-v-squared stuff. 'Gusts' on the other hand refer to variation in wind speed, which is measured relative to the ground, which the wing really isn't concerned with. The wing flies through the air which is a separate medium than the ground- but we sometimes forget that.
Anyways, long story short... keep the ball centered, stuff the nose down when in doubt, and don't let yourself get into a situation where you can't stuff the nose down because the world is really really close. Like Cat Driver mentions- all this upwind-downwind-crosswind stuff is bunk... the wing flies through the air and that's all its concerned with- its the driver's job to keep it flying and not get caught up with the crookedness of what may be going on outside because the air is moving and the ground is not, and forget to keep flying the wing.
As for my Beaver tip... move around the cabin slowly till you get the hang of where the doorframes are and which angles you can get through each. If I had five bucks for every bump on my head or hips...
Anyways, long story short... keep the ball centered, stuff the nose down when in doubt, and don't let yourself get into a situation where you can't stuff the nose down because the world is really really close. Like Cat Driver mentions- all this upwind-downwind-crosswind stuff is bunk... the wing flies through the air and that's all its concerned with- its the driver's job to keep it flying and not get caught up with the crookedness of what may be going on outside because the air is moving and the ground is not, and forget to keep flying the wing.
As for my Beaver tip... move around the cabin slowly till you get the hang of where the doorframes are and which angles you can get through each. If I had five bucks for every bump on my head or hips...
Re: Beaver Tips
flying on one engine posted
First of all, you who espouse wisdom of checking the flight manual, will notice that is specifically refers to five types of engines , and lists as as LIMITS the power settings.
Now, just to be sure, I gave the tech department at one of the approved overhaul facilites a call. Those limits are the maximums allowed. They could see nothing wrong with using lower power settings on take off if the weight, temp, winds etc. allow for it.
So, and I think you would have done well to point it out, this supplement applies only to certain instalations, and also the lfurther limitations based on altiute, and the fact that under the normal procedures there is a difference i the max continous power settings for the different installations.
Sometimes experience counts. And for those that mentioned it, our engines always made it to TBO.
Sometimes it is worth knowing what is on your aircraft and checking the Flight Manual for the wisdom of those who really know.
Well, you got my curiosity up enough that I went to the referenced supplement.
First of all, you who espouse wisdom of checking the flight manual, will notice that is specifically refers to five types of engines , and lists as as LIMITS the power settings.
Now, just to be sure, I gave the tech department at one of the approved overhaul facilites a call. Those limits are the maximums allowed. They could see nothing wrong with using lower power settings on take off if the weight, temp, winds etc. allow for it.
So, and I think you would have done well to point it out, this supplement applies only to certain instalations, and also the lfurther limitations based on altiute, and the fact that under the normal procedures there is a difference i the max continous power settings for the different installations.
Sometimes experience counts. And for those that mentioned it, our engines always made it to TBO.
99% of pilots give the rest a bad name
What we learn from history is that we fail to learn from history
What we learn from history is that we fail to learn from history
Re: Beaver Tips
Anyone who thinks that a turn downwind has no effect on performance. Takeoff with a full load and instead of turning and climbing into wind, turn downwind. I'll come visit you in the hospital so that I can tell you I told you so.
Re: Beaver Tips
I don`t think anyone said there is no effect on performance.
I think what people are saying is the wing performs the same regardless at what speed it is travelling over the ground.
I think of performance as relative to the ground, T/O, Landing, Cruise, Climb, etc...what a pilot has to do to either insure that performance or get better then that performance all has to do with how one flies his aerofoil in relation to the winds of flight.
The illusions created by drift as Cat says, are what get the inexperience or those whom are not paying attention to make the mistakes. They don`t anticipate what effect wind will have on turn radius and ground speed.
If there are any flight instructors on here they should be more emphasis on this in intial training like for example using training exercise like 8s on pylons and 8s around pylons entered at low altitude of approximately 500' to really demonstrate the illusion that are created by drift. They are great exercise as it shows a student the difference between flying the wing and flying ground tracks.
I think what people are saying is the wing performs the same regardless at what speed it is travelling over the ground.
I think of performance as relative to the ground, T/O, Landing, Cruise, Climb, etc...what a pilot has to do to either insure that performance or get better then that performance all has to do with how one flies his aerofoil in relation to the winds of flight.
The illusions created by drift as Cat says, are what get the inexperience or those whom are not paying attention to make the mistakes. They don`t anticipate what effect wind will have on turn radius and ground speed.
If there are any flight instructors on here they should be more emphasis on this in intial training like for example using training exercise like 8s on pylons and 8s around pylons entered at low altitude of approximately 500' to really demonstrate the illusion that are created by drift. They are great exercise as it shows a student the difference between flying the wing and flying ground tracks.
- NoseDraggers Suck
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Cat Driver
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Re: Beaver Tips
Once again:::
Did I miss something that other pilots have discovered?In decades of low level flying at very high gross weights I have never been able to identify any difference in how the aircraft behaved whether it was upwind cross wind or down wind.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Beaver Tips
Nope I don't think we did Cat.
Can we get back to Beaver flying tips again. If there are any still out there. The 985 stuff was also good refresher. My only time with them are on 18s.
Can we get back to Beaver flying tips again. If there are any still out there. The 985 stuff was also good refresher. My only time with them are on 18s.
- NoseDraggers Suck
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Cat Driver
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Re: Beaver Tips
Thanks, I was getting worried.Nope I don't think we did Cat.
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
Re: Beaver Tips
Stearman wrote:Just started flying one as a part time gig. From my regular flying job. But have never flown one before.
Looking for some tips.
Anything would be good. Especially with regards to T/O technique and flap settings, and flying her with a load.
So, Stearman, How did it go this summer. How about an update on the Beaver experience curve.
Bob
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ragbagflyer
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Re: Beaver Tips
The following is based on my observation and these are really more questions than answers and at the risk of being flamed....
1. I have asked myself some of the same questions regarding reduced power takeoffs in the beaver. I don't practice them but the notion has occurred to me when I'm taking off empty. I've always refrained mostly on habit because I'd flown mostly normally aspirated engines until a year ago and was familiar with the concept of extra fuel keeping the engine cooler. However, being that a r-985 is supercharged I assumed that is might be feasible to take off with reduced MP because the same reasoning didn't necessarily apply. Iflyforpie raised an interesting point about a "power enrichment valve". I'd never heard about such a mechanism so I'm curious if it is on the carb for the 985, and if so, under what parameters does it operate. Would it be based on MP alone? If so, what MP. Do we have an engineer who works on the 985 here to offer insight?
2. Regarding starting. I've noticed how people will adamantly stand behind their techniques for starting. If it works for you, great, but keep in mind that every particular beaver is unique and behaves uniquely. I mention this because I think it's easy for people who spend multiple years working one particular machine to get so comfortable and used to it that they subconsciously begin assuming that "beaver" means "their beaver". I have a question regarding priming: Somebody mentioned that priming puts the fuel directly into the upper cylinders. I can't remember seeing the lines myself but I've also heard somebody else mention that in the beaver it's not a direct injection primer, but that fuel is introduced into the intake manifold. Anyone know?
3. Regarding carb heat. The AFM says to keep the carb air temp between 4 and 7 degrees (I think, or something close to this), however in every case I've seen - and I've looked in several manuals - this seems to be while used in conjuntion with an auto-leaning carb. None of the 15 or so beavers I've flown are using that carburetor anymore. I've asked a couple engineers if the recommendation to maintain a carb air temp in that zone was predicated on the assumption that the carb be of the auto-leaning type and none have been able to give a definitive answer. So now I mostly fly with the carb heat off, and check it periodically. Some beavers are WAY more prone to carb ice then others too.
4. Regarding downwind turns in smooth air, yes the wing behaves EXACTLY the same regardless wind direction over the ground. However, illusions created by drift are extremely powerful and if they are going to bite you, this is when. As far as gusts are concerned while flying downwind, although they aren't technically "hitting you from behind", you are flying into the them from the other direction and in this case you will see reduced airspeed, followed by an increase on the other side of the gust. Compare this to flying into a gust while flying upwind, where you get the increase in airspeed first. The difference is significant, especially at lower airspeeds.
Flame away!
1. I have asked myself some of the same questions regarding reduced power takeoffs in the beaver. I don't practice them but the notion has occurred to me when I'm taking off empty. I've always refrained mostly on habit because I'd flown mostly normally aspirated engines until a year ago and was familiar with the concept of extra fuel keeping the engine cooler. However, being that a r-985 is supercharged I assumed that is might be feasible to take off with reduced MP because the same reasoning didn't necessarily apply. Iflyforpie raised an interesting point about a "power enrichment valve". I'd never heard about such a mechanism so I'm curious if it is on the carb for the 985, and if so, under what parameters does it operate. Would it be based on MP alone? If so, what MP. Do we have an engineer who works on the 985 here to offer insight?
2. Regarding starting. I've noticed how people will adamantly stand behind their techniques for starting. If it works for you, great, but keep in mind that every particular beaver is unique and behaves uniquely. I mention this because I think it's easy for people who spend multiple years working one particular machine to get so comfortable and used to it that they subconsciously begin assuming that "beaver" means "their beaver". I have a question regarding priming: Somebody mentioned that priming puts the fuel directly into the upper cylinders. I can't remember seeing the lines myself but I've also heard somebody else mention that in the beaver it's not a direct injection primer, but that fuel is introduced into the intake manifold. Anyone know?
3. Regarding carb heat. The AFM says to keep the carb air temp between 4 and 7 degrees (I think, or something close to this), however in every case I've seen - and I've looked in several manuals - this seems to be while used in conjuntion with an auto-leaning carb. None of the 15 or so beavers I've flown are using that carburetor anymore. I've asked a couple engineers if the recommendation to maintain a carb air temp in that zone was predicated on the assumption that the carb be of the auto-leaning type and none have been able to give a definitive answer. So now I mostly fly with the carb heat off, and check it periodically. Some beavers are WAY more prone to carb ice then others too.
4. Regarding downwind turns in smooth air, yes the wing behaves EXACTLY the same regardless wind direction over the ground. However, illusions created by drift are extremely powerful and if they are going to bite you, this is when. As far as gusts are concerned while flying downwind, although they aren't technically "hitting you from behind", you are flying into the them from the other direction and in this case you will see reduced airspeed, followed by an increase on the other side of the gust. Compare this to flying into a gust while flying upwind, where you get the increase in airspeed first. The difference is significant, especially at lower airspeeds.
Flame away!
"I don't know which is worse, ...that everyone has his price, or that the price is always so low." - Calvin (of Calvin and Hobbes)
Re: Beaver Tips
I think reduced take-off power in a radial is a recipe for engine damage. You might get away with it or you won't. The detonation you risk will not show up today but later and it might not even be you flying.
There are other threads on this.
I flew with a DC-3 captain whose take-off briefing was "...44 inches and 85 knots." We blew more jugs, changed more engines in the time I was there than you can imagine. He didn't get it. Even after numerous engine changes he blamed two different overhaulers.
Why do you do reduced-power take-offs if you are not CERTAIN that you are not doing damage?
How long will your take-off slide be at reduced power?
What will be your ability to climb over objects? Want to be looking at the engine gauges while trying to outrun a tree?
What is the advantage to using reduced power?
The extra fuel dumped into the cylinders at rated take-off power cools the cylinders while you are going too slowly to take advantage of air cooling. Prevents hot-spotting, cylinder damage and the dreaded detonation. Incontrovertible.
There are other threads on this.
I flew with a DC-3 captain whose take-off briefing was "...44 inches and 85 knots." We blew more jugs, changed more engines in the time I was there than you can imagine. He didn't get it. Even after numerous engine changes he blamed two different overhaulers.
Why do you do reduced-power take-offs if you are not CERTAIN that you are not doing damage?
How long will your take-off slide be at reduced power?
What will be your ability to climb over objects? Want to be looking at the engine gauges while trying to outrun a tree?
What is the advantage to using reduced power?
The extra fuel dumped into the cylinders at rated take-off power cools the cylinders while you are going too slowly to take advantage of air cooling. Prevents hot-spotting, cylinder damage and the dreaded detonation. Incontrovertible.
"What's it doing now?"
"Fly low and slow and throttle back in the turns."
"Fly low and slow and throttle back in the turns."
Re: Beaver Tips
You raise some interesting questions for sure ragbagflyer.
A couple of them I can answer right off the hop but others deserve a little more consideration and any of them could be expounded upon at length.
#1: Reduced power t/o: Most engine overhaulers seem to advise against. A company I worked for though used reduced power take-offs on the 1830s with their DC-3s. When T.C. found out about it though, they read them the riot act and the pilots from there on in used full MAP for T/O. Cylinder failures increased after that to the point that the airplane was no longer viable and the company got out of them. Not sure how other operators are handling the big twin rows these days. If there is any round engine that could ever handle abuse though, it is the 985. Personally, I would not advocate the use of reduced pwr t/os for the same reasons as XS banks outlined above.
#2: The priming system: You are correct. Only the top 5 jugs recieve priming fuel. (Jugs 1,2,3, 8 & 9)
The actual point of injection is into the cylinder casting, right where the induction tube meets the intake port. It is on the 'manifold side' of the intake valve.
#3 Carb heat: Have you found that 'desert kitted' Beavers are less prone to carb ice than 'chin induction' types? That has been my experience.
I have also heard that the 'desert scoop' Beavers, under certain hot and high conditions may not get the MAP that an 'under-scooped' one can, due to the twists and kinks that the air has to traverse in about 7' of hot ducting.
I would think, generally disregard the exact type of carb you are operating and just pay attention to the climactic conditions that create ice. Apply accordingly. I don't think the Auto Lean feature is in use any more. US army L-20Bs I think had auto lean as standard equipment. They also employed a 14:1 blower, rather than the 10:1 as we find now days. (The jugs last alot longer with lower (available) boost pressures and that has allowed TBOs to be increased significantly)
In extreme cold, like -40, you will find you need full carb heat for t/o, just to keep the engine rich enough to run.
A couple of them I can answer right off the hop but others deserve a little more consideration and any of them could be expounded upon at length.
#1: Reduced power t/o: Most engine overhaulers seem to advise against. A company I worked for though used reduced power take-offs on the 1830s with their DC-3s. When T.C. found out about it though, they read them the riot act and the pilots from there on in used full MAP for T/O. Cylinder failures increased after that to the point that the airplane was no longer viable and the company got out of them. Not sure how other operators are handling the big twin rows these days. If there is any round engine that could ever handle abuse though, it is the 985. Personally, I would not advocate the use of reduced pwr t/os for the same reasons as XS banks outlined above.
#2: The priming system: You are correct. Only the top 5 jugs recieve priming fuel. (Jugs 1,2,3, 8 & 9)
The actual point of injection is into the cylinder casting, right where the induction tube meets the intake port. It is on the 'manifold side' of the intake valve.
#3 Carb heat: Have you found that 'desert kitted' Beavers are less prone to carb ice than 'chin induction' types? That has been my experience.
I have also heard that the 'desert scoop' Beavers, under certain hot and high conditions may not get the MAP that an 'under-scooped' one can, due to the twists and kinks that the air has to traverse in about 7' of hot ducting.
I would think, generally disregard the exact type of carb you are operating and just pay attention to the climactic conditions that create ice. Apply accordingly. I don't think the Auto Lean feature is in use any more. US army L-20Bs I think had auto lean as standard equipment. They also employed a 14:1 blower, rather than the 10:1 as we find now days. (The jugs last alot longer with lower (available) boost pressures and that has allowed TBOs to be increased significantly)
In extreme cold, like -40, you will find you need full carb heat for t/o, just to keep the engine rich enough to run.
The fastest way to turn money into smoke and noise..
Re: Beaver Tips
With regards to Carb heat; I've been told that once you have encountered conditions that produced carb ice, it is best to keep the temp in 4 to 7 (green arc). If not you will be pitting the supercharger every time you cycle the carb heat on an off as chunks of ice and large drops of water hit the impeller.
Re: Beaver Tips
Yeah the Beaver is lots of fun.
I haven't flown it as much as I would like....but that is all good.
Gotta working on my step taxing and docking. Partly due to the fact that it has been a few years since I flew floats on a regular basis and due to the unfamiliarity. What I really need to do is just take the plane out by myself and play with some of this stuff also with her empty. Then I can go from there, eh.
Any of you guys have a GEM in your Beavers ...that is a nice piece of kit. It had been years since using one of these and I forgot how much I likem.
The turn stuff you guys are all talking about is best put as "Bunk" or I would like to say Horse Shit! It doesn't stall any different with a tail wind...and no airplane does.
To all that posted thanks and thanks Beaver Bob for your interest.
I haven't flown it as much as I would like....but that is all good.
Gotta working on my step taxing and docking. Partly due to the fact that it has been a few years since I flew floats on a regular basis and due to the unfamiliarity. What I really need to do is just take the plane out by myself and play with some of this stuff also with her empty. Then I can go from there, eh.
Any of you guys have a GEM in your Beavers ...that is a nice piece of kit. It had been years since using one of these and I forgot how much I likem.
The turn stuff you guys are all talking about is best put as "Bunk" or I would like to say Horse Shit! It doesn't stall any different with a tail wind...and no airplane does.
To all that posted thanks and thanks Beaver Bob for your interest.
- NoseDraggers Suck
