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I think that the -20 with prop weighs less than an the Cont or lyc. T-34C has a large lead weight in the nose to make up for the 470 it replaced. The combo will actually weigh less, extending the engine farther fwd would fix the CG. The aircraft would be F and G model 206s with large horizontals Stabs. You were flying old small tail aircraft. Asking only 350 hp would alow for a shorter prop. Just use a hack saw.

Find me a Soloy 206 for under $400,000, I cant find one under $500,000.

PT6-20 Cessna U206 I am looking for interest by DZOs in a PT6-20 powered U206 for skydiving. The aircraft targets would be 350hp to 13K MSl, 6 jumpers, 3 loads between fueling, true15 minute turns. The converted aircraft cost would be $250,000 to $300,000. I know a U206 isn’t sexy to up jumpers but I think the aircraft could fly 2 Tandems with Video to alt and while the tandem masters and camera men are resetting for the next load carry a load of up jumpers. Right now it takes 8 to 15 min for the tandem masters and video to get ready for the next load and manifest doesn’t want fun jumpers blocking the aircraft for 30 min. 6000 head per year min would make it cost effective. How many DZs need this aircraft? -20s are cheap and easy to come by, at 350hp 640c is the highest temp the engine will see temp except start, No start hot section limitation. I have found an interested party in developing and getting an STC for the aircraft. I just have to put up the airframe, engine, and money for 1 year. Please give me input on weather this is a workable aircraft in our industry.

after I get the floats installed. Then I can see how the lines will match up.

I heard Howard say that when he was on the first load of the Wright Flyer, Orvil only had a string tied to a wire for an airspeed indicator.

At our DZ there is a flyer with a bikini clad lady in the door of my Otter. It is advertizing that you can jump with her in a bikini and a donation goes to Jump for the Cause.

who is the real boss? The plane? The Man?

It took a while but those trees finally started making good shade. It might be right for buying but I dont think they would sell it to me.

Why would someone be up this early posting on dropzone.com??

Take-offs are nice and smooth for now. Could have been an out of balance nosewheel tire. I realy need to freshen up the green and Orange and black and white paint. Ok the yellow could be done too. I enjoy the stories of Cal City and photos posted on DZ.com, but I grew up there.

Cessna U206 Cargo Door opening width (Top) 43, Width (Bottom) 40, Height (Front) 39 1/4, Height(rear) 37 1/2. 1600 in2 aprox Cessna 206 Cabin Doors P 206 Width (top) 32 1/2, Width (bottom) 37, Height (front) 41, Height (rear) 39. 1400 in2 aprox

I am at Pepperell and we a have good climbing Cessna 206s that go to 13K. If your team is 4 or more you wont have to wait. If your team is big enough I would be more than happy to fly my Otter. Planes and Pilots ready and waiting.

Your right I dont see Hot section inspection in 91.409

The Garretts have a 5000 hour TBO, but they often blow before that. We've lost a significant number of Garretts before they reach TBO. Pilgrim airlines (Twin Otters with PT6-20s) had TBO extensions to 10,000 hours. My question is what are the hot section requirements? Starts? Hours? and who can preform the Hot Section inspection on the Garrett? If an A&P can preform the hot section inspection are such special tools requried that only a repair facility can do the inspection? FAR Part 91 requires compliance with Hot section inspections and life limited parts, ADs, but not Overhaul. Your aircraft inspection program may.

thanks for posting the pic Stacey. A Jump plane is never done. I still have some details to do on it. 1. Put a pecker head sticker on the nose to match 1PM.

Aircraft cost are most often determined by flight hour and the tach or air switch is used not hobbs. Your flight school charged you for sitting at idle at the same rate as flight time. I bet they billed you for 125 hours but only did 1 100 hour inspection. The tach (time) variation isnt much at the upper RPM, although aircraft Tachometer accuracy vary widely. A Cessna 206 operated at high rpms will be heard for miles and the pilot will be quickly told to bring it back to an acceptable level by the locals, DZO, and Jumpers. Also my SOP approves an RPM increase above 10,000 if climb rate is to low.

I pay $25 per tach hour for the Cessna 206s. Fly the SOP and be efficient or go home.

I see a kicker plate hanging in front of the bass drum on the Robert Plant duet. Grammys

Fax the manifest written in pencil to the TSA with 31 names like Lurch, Taco, Beenie, Jr. They will quit calling.

The youtube clip Jimmy is jumping from N29173 flown by my dad at Cal City. 173 is still flying jumpers, now at Pepperell and CPI.

They added a cell to the center of a large canopy and you could see the deformation it when it was open. First attempt one riser went around the handle bars during deployment. He only rode the spining canopy/bike for a couple of turns then cut away. The cut away system chopped the canopy and bike away from him and each other. The Mako 250 had a round reserve that was supposed to open via static line to him but it didnt. The bike went in. They only had 2 bikes and some ( non english speaking)German bike mechanics couldnt keep them running. The most of the time the second try was spent just trying to start the bike. I was watching from the ground and after opening he kept kicking the bike over and over. It wouldnt start. He landed the bike right next to us at the camera and as the back tire touched the ground the bike started. I dont think the front wheel touched the ground and he held a wheely all the way down the taxiway with the open canopy. Close to sunset and the last chance to get the shot. All the hollywood drama. He was the hero for at least a week. Jr

Jimmy Davis at California City from a C119. Watched it myself when I was just a kid. Have pictures some where.

That is if Ray gave me 20 year financing, 10 years (most aircraft loans I have found) you would have to do over 21,000 head a year at $24 per head. 21,000 head / 8 head per load X 4 loads per hour = 2625 loads 8 months X 4 weekends = 32 weekends 82 loads a weekend, 41 loads sat and 41 loads sun rain or shine. Now you need a supper otter again. When financing a million plus dollar asset most business don’t expect a return for 10-15 years. I don’t know many small DZs that can afford that cost / risk..

= 10,000 jumpers. Insurance and payment per year? The Fixed costs are $170,000 per year before you turned a prop, even one prop. DOC $336. $260,000 per year to carry 10,000 head. PAC numbers http://www.utilityaircraft.com/costcomparisons.html . I used 38 head per hour. If you ran it light like some have suggested (Simmon ) you would need 14,412 head per year (8 average) at $24 per head to break even on aircraft cost.

Requires more pilots. Ask any DZO how much he likes Pilots.