This beautiful bird has been sold and just had it final flight under Meow Meow ownership from Seattle to Tracy, CA (where the extended range aux tanks came in very handy – allowing for those 600 nm to be flown nonstop, and still arrive with half full main tanks). From Tracy she will eventually be transferred to a flight school in India.
9ES came to BFI with a ferry flight from London, Ontario (1,750 nm) in May 2018, and was used for many local ME training flights and checkrides, as well as numerous Angel Flights in the PNW and long XC flights to places as far away as San Diego, CA (900 nm), Muskegon, MI (1,500 nm), and Estancia, NM (1,000 nm).
N919ES will be missed, but we’re happy to see her provide many more hours of flight training under new ownership and registration!
The overhauled props are reinstalled on the new-to-us DA42 (N972RD). There are still a couple other issues that need to be addressed (we’re waiting for sensor parts), but the plane should likely be in service by mid March.
Fuel: If an FBO asks you if you want Jet-A Negative or – the slightly more expensive – Positive, you should always ask for Jet-A Negative.
Positive means that anti-freeze is added to to the fuel, which is unnecessary in a light twin unless you fly at -40°C or even colder flight levels – which is extremely unlikely, even in the deepest winter
At some FBOs only pre-mixed positive is available – in those situations, if you do need fuel then of course that is what you can order
Oil: When you measure oil, before the necessary second oil dip for the reading you must screw the oil dip all the way back in (and of course wipe the dip stick!)
Yes, it’ll cost you valuable milliseconds – but you will get a correct reading. Not screwing it back in will show too low an oil level, which typically results in subsequently overfilling the oil tank, which is not economical and can easily lead to unnecessary MX to figure out where oil drippings are coming from
If you end up adding oil from a bottle you found in the nose compartment, please note that that bottle is already paid for, and don’t log it again as ‘Oil used’ in the post-flight form (as that will assume you grabbed a bottle from the oil room).
The gearbox oil level of the CD-135 engines of our Twin Stars is inspected through a small round glass at the prop end of the engine. We have newer gearboxes on both DA42s: the oil level does not need to be at the top of the glass, but the level is correct when the oil covers (at least) half of the inspection window:
So if you see it at just about half, you’re good to fly!
All engine instruments need to be in the green prior to departure. On cooler days – or on the first flight of a day – in can take several minutes all the way into the runup phase before the oil temperature is in the green.
With the Twin Star, insufficient oil temperature can also lead to the ECU TEST buttons having no effect during runup.
Please be patient, and wait that extra minute or so before proceeding with the runup so that you have a safe flight – treat any aircraft engine like your life depends on it!
3WF is equipped with Garmin’s Electronic Stability and Protection safety system which is activated by default every time you turn on the avionics.
For any and all training flights with the intention to practice flight maneuvers please make sure to deactivate ESP (see the Pre-/Postflight section at the top of the Before You Fly 3WF… page) so as to avoid ending up in a fight with the Autopilot. The feature will turn itself back on for the next flight, so don’t worry if you forget to re-activate it.
If you intend to fly X/C without maneuver practice there is no action item; ESP will simply be automatically ready to assist should the need arise.
You are encouraged to participate in AOPA’s recurring Pilot Passportprogram – have fun, expand your experience, and earn badges by exploring the airports in WA and beyond!
However, please do not take unnecessary risks by flying into airports with potentially insufficient runway length (a runway may be long enough to land, but takeoff distances usually require more runway), especially in combination with obstacles like trees or sharp rising terrain near the airport.
As for the surface, this is also a gentle reminder of Renter/Student Ops Manual regulation 5.6 – Runway Requirements – and 5.6E in particular: “Operations into any field other than paved surfaces (soft, gravel, sand, grass, etc.) are prohibited unless prior approval is obtained from the Director of Operations, Chief or Assistant Chief Flight Instructor.“
Soft fields can hide a number of hazards like
potholes or rocksin the grass,
gravel causing very expensive prop damage
mud is the last thing you want to get stuck in during landing or trying to get out of on takeoff.
These are all unnecessary problems, and therefore all soft-field exercises should be simulatedon paved taxiways and runways .
Soft-field landing in our Twin Stars are not allowed at all; it’s not part of multi-engine training anyway.
Thank you for your understanding and helping keep our planes in the condition you wish to find them when you want to go fly!
Two inflight engine shut downs in early 2020 have prompted Airbus and EASA to order changes to how liquids are consumed (or not) on the flight deck. A drink spilled on the center console of a Delta flight required a diversion, and an Asiana flight diverted after a similar spill.
Hydration is important, especially on X/C flights – but needless to say, spilled drinks into or onto any cockpit components can lead to both inflight issues, major clean-up/MX costs, and aircraft downtimes.
Please be mindful – only bring travel mugs or other containers that can be fully closed, and make sure passengers of yours do the same.
Non-carbonated wateris still the best way stay hydrated on any flight.