BeechTalk - BT

Username Protected · **Posted:** 24 Dec 2017, 15:28

You may want to add the FAA Holdover Times to your reference file https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTablesR1.pdf

and this explains about deicing fluids, using the hold over tables, and pilot procedures and responsibilities https://www.faa.gov/documentLibrary/media/Notice/N_8900.374.pdf

Username Protected · **Posted:** 24 Dec 2017, 15:49

Username Protected wrote:

You may want to add the FAA Holdover Tines to your reference file https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTables.pdf

Hmmm. Allen you mind summarizing that one for us? Please?

Username Protected · **Posted:** 24 Dec 2017, 16:13

Username Protected wrote:

You may want to add the FAA Holdover Tines to your reference file https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTables.pdf

Here is a handy APP that interpretes the tables and sets a holdover time for you. Only downside is that it requires you to update it each year.

2017-18 HOTs by APS Aviation Inc.
https://itunes.apple.com/us/app/2017-18 ... 19011?mt=8

Username Protected · **Posted:** 24 Dec 2017, 16:23

Username Protected wrote:

Mark is definitely very cool :bow:

Been thinking...too much? :rofl:

Username Protected · **Posted:** 24 Dec 2017, 16:39

Username Protected wrote:

You may want to add the FAA Holdover Tines to your reference file https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTablesR1.pdf

Hmmm. Allen you mind summarizing that one for us? Please?

Username Protected · **Posted:** 24 Dec 2017, 16:45

Username Protected wrote:

You may want to add the FAA Holdover Times to your reference file https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTables.pdf

This is the latest version https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTablesR1.pdf

Username Protected · **Posted:** 24 Dec 2017, 18:07

So I take it the FBO supplies and applies the appropriate fluid? Some give a lot longer holdover time too.

Username Protected · **Posted:** 24 Dec 2017, 19:46

Username Protected wrote:

You may want to add the FAA Holdover Tines to your reference file https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/media/FAA_2017-18_HoldoverTables.pdf

Hmmm. Allen you mind summarizing that one for us? Please?

Username Protected · **Posted:** 25 Dec 2017, 01:02

Username Protected wrote:

Riddle me this...I fly KSDL to KFSM. 70 knot tailwinds. Fly back 3 hours later...128 knot headwinds. WTF?

It is mathematically possible it can be the same wind that does both to you.

Consider a 150 knot wind that is quartering tailwind. That could produce 70 knot net tailwind. Then flying the other way, you have to point the nose into the wind to maintain track and get a 128 knot net headwind.

(Numbers are not exact, didn't solve the math.)

Mike C.

Username Protected · **Posted:** 25 Dec 2017, 14:08

Quote:

But if you must; take off and clean up the flaps

On some planes, the CJ4 for one, after deicing you have to make a no flap takeoff with higher rotation speed to shear the fluid off on the roll.

Username Protected · **Posted:** 27 Dec 2017, 22:47

Just lost oil pressure on left engine going through 10,000 over Pontiac. Shut it down. Declared. Probably shouldn’t have. Landed at kptk. Oil stick not secured. Being serviced. My fault cause I didn’t check it. Other than gauges didn’t even know it was shut down.

Username Protected · **Posted:** 27 Dec 2017, 22:51

Your posting so your decision process was good :thumbup:

Username Protected · **Posted:** 27 Dec 2017, 22:53

Those can be very difficult to check for those of us vertically challenged. Hope nothing was damaged. Sounds like it was left that way.

Username Protected · **Posted:** 27 Dec 2017, 22:56

Username Protected wrote:

Just lost oil pressure on left engine going through 10,000 over Pontiac. Shut it down. Declared. Probably shouldn’t have. Landed at kptk. Oil stick not secured. Being serviced. My fault cause I didn’t check it. Other than gauges didn’t even know it was shut down.

Declared is right thing to do when you go OEI. You never know what can happen next once things start failing. Whoever did not secure one oil cap could have not secured both.

Does fly well on one.

Username Protected · **Posted:** 27 Dec 2017, 22:58

Username Protected wrote:

Just lost oil pressure on left engine going through 10,000 over Pontiac. Shut it down. Declared. Probably shouldn’t have. Landed at kptk. Oil stick not secured. Being serviced. My fault cause I didn’t check it. Other than gauges didn’t even know it was shut down.

Declared is right thing to do when you go OEI. You never know what can happen next once things start failing. Whoever did not secure one oil cap could have not secured both.

Does fly well on one.

Flying the Citation II