vpjr

The fabric door construction can be done a hundred ways. Ive done it too many times and each different. The lexan door, I havent found an STC, Fayard wanted $6-7,000 for the install and field approval. Always wanted to do the lexan myself but there would be a loss of space and six jumpers would be tight in a slow 206. The down side to the fabric door is sometimes it can get outside the plane and can cause a lot of damadge.

The STC process cant be pre approved. You can submit a request for the concept. Like “ I want to put a Saturn V rocket motor on a J3 cub” Denied. We have to build all of the parts and get engineering drawings, the final weight and balance, and flight test to prove performance and safety. The FAA could still reject or ask for changes. After the final fit and finish of all the parts, Flight manual supplements, then the FAA approves it and STC is granted. It goes even further with parts manufacturing approval etc. Yes it is a gamble. I have partnered with a company that has completed and holds 5 piston to Turboprop STCs so this is the best chance I have. Would I have been smarter going to Vegas and putting it all on Black? Rich of poor in 30 seconds. This way here I can stress for a longer time. It was so much fun building my Long Eze and flying it for the first time and over that first year. That high lasted for years. Just like our first year of skydiving I suppose. I think that the completed aircraft will fit a need and make things easier for the Medium sized DZs.

The system we are talking about using with 2 batteries has a system of relays so when battery voltage drops to 21Vish during start the 2nd battery drops in series increasing the voltage, 48v no load, increasing the N1 speeds. After start the system returns to parallel 24v for normal charging and use.

That is currently in discussion. We will wait for the final configuration W/B to see what we need. Most Skydiving operators have a start cart so I was leaning to lighter weight of 1 battery. Other types of operators like float plane, or Bush flying would benifit more from the 48V system. I want the APU plug on the right side of the engine cowl. Should I isolate the internal battery from the cart or parallel the internal like a king air? I have had a lot of skydivers help pull the plug early on the Otters. I dont know how the 48V system would handle it.

Not built yet. it is in the initial stages of destruction / build up. Then STC approval. The plan is to have the aircraft out of Mod July, STC Jan 11. Then I will have 1 aircraft for demonstration and offer conversion kits.

We will have to see. It is easy to do the quick calcs and say we know but you see how well all those guys at Boeing and EADS do at calculating the numbers. I know that the T34A to C model they added weight to the front end, the Porter they moved it Fwd. I always say put the battery in last to get the CG in. The short figures show it lighter than the piston but after cowl who knows. The individual I am working with spent a lot of money making light weight cowls for other turbine conversions then had to add weight.

The conversion process is still going forward. The holidays took some of the time but now the engine is off and the controls and instruments are removed. It will have a LCD engine instrument panel from Electronics International http://www.buy-ei.com/Pages/MVPT/MVP-50T_Overview.html . I am posting pictures of the project on http://picasaweb.google.com/VanPrayJr/DropBox# for those who want to follow the progress. Also see the blog and sign up for the news letter at www.aerialtransport.com Rhinoplasty!!

Found a little horse ranch. What would I call it? VanLand, The Flying V Ranch, ? How about Skydive California City? Thats what it says on all the jumpsuits and gear. In fact I even have a couple of Tshirts...

My standard answer has been 2 weeks. Best guess is 6 months to mod then 6 months to get the STC. 1 year.

Dropped off my U206F to begin the PT6 -20 conversion. More to come.

If you are going to fly only 10 loads a day at your busy time stick with the cheapest. If you have to fly 20 loads a day a lot of days the time starts to add up and the investment will pay back. 2 blades tend to shake the carb airbox, oil cooler, and alternators off. If you have to turn away 20 tandems on a Sat what is the cost to you?

I went from the Mac 2 blade to the hartzell 82in super simitar, Same day, same weight and conditions. 125 fpm climb improvement at 5,000 ft. 5 Mph IAS faster cruise at 10,000. This prop does have a harmonic that is eating vacuum pumps and alt belts. They also sell an 80in of that blade design that might reduce the harmonic. C U206 IO-520. One of my 206s has the 80in Top Prop round tipped. Climbs well but with reduced cruise, draws in fod compaired to the simitar that doesnt have a nick.

Always feels best when they stop and walk away.

The U206 POH states that you may attach 2 skydivers to the copilot seat belt attach points. Why not 1 skydiver to each seat belt attach point that is rated to 250lbs. the U POH also states "up to 5 skydivers" but I dont see that as a or under limitations. Look in your POH under cargo loading There is no STC for extra belts in a U206 because it already states attach point ratings in the poh I bet its the same in the P206. Could put 10 skydiving belts in the plane but the W/B and performance limit it to 6. Been ramped plenty of times and passed with my system.

Sorry I dont own a P 206 Pilots operating handbook but the U206 handbook states for parachute operations that you can attach an (Extra) long seat belt to the copilots seat belt attatch points. This allows you to place 2 sets of belts on the 2 attach points. The U206 cargo loading proceedures also state that each seat belt attach point is rated to 250 lbs for my C models and 200 lbs for the F. Does the P206 POH state this in the cargo loading instructions? The fuselage floors are the same.

Any aircraft Operators sending their planes to Mexico this winter? Any boogies or jumpers going that way? How was it in the past? I havent flown in Mexico in years.

I would prefer the Caravan style intake and exhaust system. Just the -20 has the exhaust on each side and the King air style cowl provides visibility and location for the air and oil cooler intake. the Soloy has a diffent location for the exhaust. Now the 207 has an extension fwd of the original firewall so Soloy had to create this huge aluminum structure to hold the engine. The engineering would be cost prohibitive. the Soloy mark II looks even better just what is the cost.

Saw pictures of a 205 converted to taildragger. Saves #40 lbs. But after the 35-40 landings a day possible with the Turbine I think I would want a nosewheel or another pilot.

If or when this goes fwd it would use a King Air 90 cowl. I like how Cessna put the air intake and oil cooler scoops on the side to reduce FOD and having the exhaust exit one side reduces the exhaust in the open door problem. Just found 2 -20s with 0 since hot for $110,000 for the pair. An IO-550N conversion for the F model 206 is $63,000

Thank you very much. That looks so cool. I spent some time trying to put the Kodiak nose on the front of some clip art and It looked like crap.

" I really was having trouble making the business case work out with only six seats " Please tell me the details so I make a good decision. Aircraft price / number of seats per year? What did you figure you needed? How did it not fit your operation? What was the price? thanks in advance.

"You can pick up a decent -20 for $60,000 - $80,000, but come the first Hot Section that you need parts and the HSI will cost around $20K-$40K." That $100K still gets you into a PT6 that would last for 1500 hours. I have been looking at the IO-550N conversion that cost $63,000 and Ill get to worry about maint cost every week. Photo of Walter 210 http://www.airliners.net/photo/Untitled-(Seaford-Holdings)/Cessna-210N-Centurion/1447615/&sid=89f12d5b9f48b6a662b2d448643bf869

I havent found a STC holder for a PT6 210. I have seen pictures of a Walter 210. There is a STC for the Rolls/Allison 210 like the Soloy. -20 compleate engines are comming available now that old king airs are being parked. If I upgraded my 100 series otter to -27s I would have 3 for conversion. At the low power setting 350hp the hot section and power section should last forever. Any other PT6 small would fit just open your wallet.

The Dry weight if a 520 is 454 with light weight starter. add 20lbs of oil. Props of the same diameter should be close to the same weight. The Hartzell on my 206 weighs 78. 454+20+78=552 I have to go out to my Twin Otter and look at the W/B to check your numbers (340+180=520)

Not enough P 206 aircraft for the STC to recover cost.