Flight Review in a turbo twin

On 15 Feb 2007 18:00:06 -0800, "chad" wrote:

I own a turbo Cessna 310 and I'm wondering if other turbo twin owners
do their biennial flight review in their aircraft. Is single engine
work required for a flight review if done in a twin? I'm concered
that doing the review in my aircraft may be hard on the engines,
specifically the turbos. Would I be better off to just rent a single
engine for the review?

The flight portion of my BFRs have focused on basic maneuvers, stalls,
slow flight, steep turns, and landings.

These procedures pretty much dictate the engines will go through many
high/low power cycles... Not the best for a turbo'd engine.

If I was you, I would rent a single for the day.

-Nathan

Nathan Young wrote:
On 15 Feb 2007 18:00:06 -0800, "chad" wrote:

I own a turbo Cessna 310 and I'm wondering if other turbo twin owners
do their biennial flight review in their aircraft. Is single engine
work required for a flight review if done in a twin? I'm concered
that doing the review in my aircraft may be hard on the engines,
specifically the turbos. Would I be better off to just rent a single
engine for the review?

The flight portion of my BFRs have focused on basic maneuvers, stalls,
slow flight, steep turns, and landings.

These procedures pretty much dictate the engines will go through many
high/low power cycles... Not the best for a turbo'd engine.

If I was you, I would rent a single for the day.

-Nathan

My last review focused on communications (center, tower, ground),
airport area procedures, efficient use of the radios, using proper
phraseology, etc.

All the CFI's I know will pretty much do whatever you suggest you
feel you could use some brush up on. There is no requirement to do
basic maneuvers.

If you are instrument rated, is there some procedure you are less than
100% at?

If you are not instrument rated, when was the last time you did some
hood time?

--
Jim Pennino

Remove .spam.sux to reply.

On Feb 16, 6:35 am, Nathan Young wrote:

The flight portion of my BFRs have focused on basic maneuvers, stalls,
slow flight, steep turns, and landings.

These procedures pretty much dictate the engines will go through many
high/low power cycles... Not the best for a turbo'd engine.

If I was you, I would rent a single for the day.

As a CFI I would not sign a guy off in a single for a BFR if I know
his daily flying is a turbo twin. However, we could probably do the
flight review in the twin without putting too much stress on his
engines. Or, he could rent a twin.

-Robert, CFII

"Robert M. Gary" wrote in message
ps.com...
On Feb 16, 6:35 am, Nathan Young wrote:

The flight portion of my BFRs have focused on basic maneuvers, stalls,
slow flight, steep turns, and landings.

These procedures pretty much dictate the engines will go through many
high/low power cycles... Not the best for a turbo'd engine.

If I was you, I would rent a single for the day.

As a CFI I would not sign a guy off in a single for a BFR if I know
his daily flying is a turbo twin. However, we could probably do the
flight review in the twin without putting too much stress on his
engines. Or, he could rent a twin.

-Robert, CFII

You're the CFI, so you can sign off whatever you want, but that doesn't make
sense to me. If a guy who flies B-747's for a living can get his tailwheel
endorsement and have that count as a BFR, I don't see why anyone would draw
a line in the sand as you describe... I don't think that is what the FAA
intended when they created the BFR...

KB

Kyle Boatright wrote:

As a CFI I would not sign a guy off in a single for a BFR if I know
his daily flying is a turbo twin.



I have a friend with four super cubs, one on amphibs. A 182 with a
canard on the nose, 310 hp and 26 bush wheels all around.
A Spartan Executive. A Caravan and a 210 with a turbine in it. What
should he do his BFR with?

I know you didn't intentionally mis-attribute that, but....

KB


"Newps" wrote in message
. ..


Kyle Boatright wrote:

As a CFI I would not sign a guy off in a single for a BFR if I know
his daily flying is a turbo twin.



I have a friend with four super cubs, one on amphibs. A 182 with a canard
on the nose, 310 hp and 26 bush wheels all around.
A Spartan Executive. A Caravan and a 210 with a turbine in it. What
should he do his BFR with?

On Feb 16, 4:58 pm, Newps wrote:
Kyle Boatright wrote:
As a CFI I would not sign a guy off in a single for a BFR if I know
his daily flying is a turbo twin.

I have a friend with four super cubs, one on amphibs. A 182 with a
canard on the nose, 310 hp and 26 bush wheels all around.
A Spartan Executive. A Caravan and a 210 with a turbine in it. What
should he do his BFR with?

For the FAA or for safety? A review in each plane would not be a bad
idea or at least take the 310 and the Spartan. This issue came up in
some discussions from the FAA. The question was, should you do a BFR
in a C-152 for a guy who only flies his Citation. Legally, you can.
Personally, I would not. The BFR should be made to suit the type of
flying the pilot does. I can't do Citation work in a C-150.

-Robert

On Feb 16, 3:06 pm, "Kyle Boatright" wrote:
"Robert M. Gary" wrote in glegroups.com...





On Feb 16, 6:35 am, Nathan Young wrote:

The flight portion of my BFRs have focused on basic maneuvers, stalls,
slow flight, steep turns, and landings.

These procedures pretty much dictate the engines will go through many
high/low power cycles... Not the best for a turbo'd engine.

If I was you, I would rent a single for the day.

As a CFI I would not sign a guy off in a single for a BFR if I know
his daily flying is a turbo twin. However, we could probably do the
flight review in the twin without putting too much stress on his
engines. Or, he could rent a twin.

-Robert, CFII

You're the CFI, so you can sign off whatever you want, but that doesn't make
sense to me. If a guy who flies B-747's for a living can get his tailwheel
endorsement and have that count as a BFR, I don't see why anyone would draw
a line in the sand as you describe... I don't think that is what the FAA
intended when they created the BFR...

A guess who flys 747's for a living doesn't require a BFR endorsement
but a biannual CFI ride in the tailwheel isn't a bad idea if he flys
tailwheels.

-Robert