Goodbye N919ES

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!

DA42 Fuel & Oil

As a gentle reminder,

  • 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).

Thank you very much for your continued business!

Twin Star gearbox oil level inspection

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!

OIL TEMP on departure

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!

ESP

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.

For more information about ESP see chapter 8.10 in the G3X Touch Pilot’s Guide.