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Originally Posted by Icelander
First of all, was McKinnon still doing new conversions in the 1970s or would Kessler have needed to look for a second-hand turboprop plane converted in the sixties?
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Well, the last type (the G-21G) was FAA approved in 1969. I don't have reregistration dates, though; if one could get at the history of type certificate 4A24 that ought to have the best information on manufacturing dates.
Quote:
Originally Posted by Icelander
Second, what is the most plausible variant that Kessler would opt for in the mid- to late-seventies; a McKinnon G21C (likely 'hybrids'), a G21G or some alternative conversion? |
G-21G has the most powerful engines…
Quote:
Originally Posted by Icelander
Third, if Kessler was certified to fly a piston JRF-5 Goose, how much trouble would it have been to become familiar with a turboprop conversion of the same aircraft and certified to fly it as a private pilot?*
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It's a separate type certificate so legally it's a separate aircraft to qualify on. I understand there's some additional power lag (i.e. you can't get out of trouble with a quick blip on the throttle the way you can with a piston engine) but in terms of cockpit activities only the engine management will be very different. I would imagine a week or two of conversion course would be sufficient.