John Mudge thanks John!

Benito Noriega thanks for the feedback!

What exactly in informative about it?

@@stratoleft for know it all's no video can be informative.

Jacob Henderson they were built back in 1947, way before the turboprop engine was around, so had old radial engines. The albatross is the next aircraft up

I have a similar plan. HU-16 with better economy and range. Wish there was a diesel engine option.

Jimson brown yes Chalks Ocean airways

Monster's Inc. pearling operations in the most remote locations in Australia

@@thatmallardguy7955 Ya know back in the day Conroy put some Rolls Royce Dart turbine engines on a Grumman Albatross, but the Darts are very thirsty engines, so it didn't work out, but you could currently use something like the -67 or -68 PT6's on an Albatross, they have much better specific fuel consumption numbers. I always wondered why nobody ever did a turbine engine conversion for the Albatross, it was produced in much greater numbers than the Mallard, and its a well proven airframe.

Monster's Inc. couldn’t agree more! They would be a perfect machine

Robert Flores yes but this generally only occurs in very rough water. The intakes have inertial separators which help to some degree but the reliability of the turbine over the radial far outweighs any risk of occasional water ingestion

Yes it is. We have 3 of them

What would you guys charge for a Mallard type rating, assuming zero time amphib but 12,000 hours jet, 1,000 rotorcraft, all the certificates?

@@triggerpointtechnology We don't provide type ratings unfortunately, only for employed pilots.

john thomas p.j. What do you want to get in touch about? Follow me on Instagram if you have it, @thatmallardguy and send me a message

The Sons of Epsilon the PT6 engine was originally developed over 10 years after the Mallards were, so all Mallards started with the R-1340.

@@thatmallardguy7955 Fair enough. I was just curious as to whether the plane in this video had been refitted with the PT6s or not.

Oh sorry I get you, yeah PT6’s for all our aircraft

@@thatmallardguy7955 Hi There, Actually I worked on this aircraft and one other Grumman Mallard which were both sold to Air Whitsunday around 1981/82 from West Coast Airlines In British Columbia where I worked In maintenance. I worked extensively with Gulf AIr, Island AIr and other float operators flying Beavers, Otters and ll manner of Cessnas...Cheers... Just A Canadian Who works with seaplanes.

Kev Man456 the original one yes, ours no as it is >5700kg

That Mallard Guy Gotcha. So whats the weight qualification for single pilot operations?

Scotabot no

OK, didn't remember that the one that crashed was radial powered!!

Stratoleft you’ve tried setting power whilst charging through rough swell? “Guarding the levers” helps the pilot flying from unintentionally retarding the throttles in rough water. Also the pilot monitoring’s job after the initial application of power is to fine tune the power so the pilot flying can focus on actually flying the aircraft, so having their hands ready to go is a much safer practice.

Same goes in fact for some antiquated airliners (like for instance Fokker F27) that operate on regular concrete runways.

Professional pilots do this as part of a well defined and tested standard procedure. Initial setting of power by the flying pilot, backup callouts by the non flying pilot with flying pilot hand removal at V1 and non flying pilot guarding the power levers is all a well thought out ballet based on many many accidents caused by power lever mismanagement at a crucial time.