Don,

Start a thread in babble talk! This sounds like fun story.

Tim

I have got the confirmation that the CAV TKS STC is in conflict with the D'SHANNON tip tank STC and thus cannot be FIKI approved.

the only way to have FIKI and the added MTOW is adding the TURBO!
I spoke with the guys at TURBO ALLEY. It appears that the turbo is increasing the MTOW to 4000lbs. so the only thing you loose by non adding the TT is the 40G added fuel capacity.

TURBO ALLEY is also one of the ''approved'' shop that can install the CAV tks system.

There you have it. Can you explain the reason for the original misinformation JM? While I'm not happy for you that this it turned out this way, I'm glad this conclusion echos the same understanding all of us here at BT have maintained for some time.

Having just purchased a TN plane with 92 gallons stock, I would not have a TN plane with 74.

I would rather have tips and standard TKS than FIKI and 74 gallons. 74 is plenty for non-TN.

Just my humble opinion.... Do some flight planning and TN fuel flows and see what you think.

Europe isn't that big. The tips are important when going to a country with expensive or iffy avgas supply, but to go from france to spain or the uk 3hr range gets you pretty far.

Europe isn't that big. The tips are important when going to a country with expensive or iffy avgas supply, but to go from france to spain or the uk 3hr range gets you pretty far.

Just noticed that avatar .

Paris Frankfurt is 284nm, Paris to Luton is 236nm. Yes it would be preferable to have 90Gal (like the Comanche ), but depending on where you are in europe and what your destinations are, a 2.5hrs with reserves will often get you there. Given the weather, between extra range and fiki protection, I would probably opt for the ice protection.

For someone willing to spend the money on a new plane, these are the options:

This is how you buy the Beech plane:
- Buy plane
- take delivery in Wichita
- Fly to Ada, pay 110k to add TKS and TAT (pay someone to supervise the project)
- Pay someone to ferry the plane to you, pay for ferry insurance.
- start your transition training

Now you get a plane with equipment warrantied by 3 different suppliers, none of them local.

This is how you buy the Cirrus:
- write check.
- take delivery of plane locally.
- do transition training.

Unless you need the extra seats, for someone who is able to buy new, currently the SR22 vs the G36 question is a no-brainer.
As for the whatever 50lbs of extra useful load in the G36: Someone resurrected the thread where a BTer almost bought the farm from a moderately shortish trip while taking off at 'factory gross'. The 400lbs extra UL from the TAT are a quirk in the certification data and not the result of additional sea level performance.

Here is some real world data for the discussion...

TAT TN G36 without tips (74 useful) = 3 hours plus 1 hour reserve
TAT TN G36 with tips (114 useful) = 5 hours plus 1 hour reserve
TAT TN SR22 (92 useful) = 4 hours plus 1 hour reserve

-Neal

Here is some real world data for the discussion...

TAT TN G36 without tips (74 useful) = 3 hours plus 1 hour reserve
TAT TN G36 with tips (114 useful) = 5 hours plus 1 hour reserve
TAT TN SR22 (92 useful) = 4 hours plus 1 hour reserve

-Neal

No way, you can't fly 4h + 1h reserve with the CIRRUS SR22T.
As per the attached spreadsheet you can fly 2h30 max with 1h reserve



With the G36 TURBO/FIKI without the tips you can fly 3h+reserve.



( I ''borrowed the G36 spreadsheet from a post written by Jason)

Just noticed that avatar .

Paris Frankfurt is 284nm, Paris to Luton is 236nm. Yes it would be preferable to have 90Gal (like the Comanche ), but depending on where you are in europe and what your destinations are, a 2.5hrs with reserves will often get you there. Given the weather, between extra range and fiki protection, I would probably opt for the ice protection.

For someone willing to spend the money on a new plane, these are the options:

This is how you buy the Beech plane:
- Buy plane
- take delivery in Wichita
- Fly to Ada, pay 110k to add TKS and TAT (pay someone to supervise the project)
- Pay someone to ferry the plane to you, pay for ferry insurance.
- start your transition training

Now you get a plane with equipment warrantied by 3 different suppliers, none of them local.

This is how you buy the Cirrus:
- write check.
- take delivery of plane locally.
- do transition training.

Unless you need the extra seats, for someone who is able to buy new, currently the SR22 vs the G36 question is a no-brainer.
As for the whatever 50lbs of extra useful load in the G36: Someone resurrected the thread where a BTer almost bought the farm from a moderately shortish trip while taking off at 'factory gross'. The 400lbs extra UL from the TAT are a quirk in the certification data and not the result of additional sea level performance.

Here is what I would do, given that Jean-Michel is still starting on his IR rating (very useful in Europe, I speak from experience).

Step one: order the basic G36 with factory options as required.
Step two: build about 100-150 hours VFR or IFR with a safety pilot to learn how Airways, CFMU, IFR flight planning works.
Step three: do the IR in own aircraft (will have to be EASA rating within a year for EU residents anyway even if flying N-reg).
Step four: for the first year after getting the IR do some longer, easier IFR flights.
Step five: for ice avoidance, I would first install the TAT turbo + O2 internal (400lbs GWI).
Step six: for ice avoidance I would install TKS second (FIKI or not if tip tanks wanted).
Step seven: add tip tanks if really required. Most passengers are happy to stretch their legs after 4 hours in the cabin, dogs need a walk too.

All steps should take about 2-3 years. Cathedrals are build stone by stone.

Nice planning... but won't work for me
I suppose you have noticed that there is a big pond between Wichita/ADA and my place.I's called the Atlantic ocean ....

I do not want to have Turbo/FIKI installed in Europe. Instead, I want them installed by TA.
so, flying 100/150 hours BEFORE installing the turbo/TKS and getting my IR means bringing the plane to Europe, flying 1 year or so and flying it back to the U.S. and back to France!!!

No, if I buy the G36 I will take delivery of the plane, fly it direct to TA and have the TKS and the turbo installed, in this order since TA informed me that if you install the turbo first the TKS will not be FIKI approved. the mysteries of FAA stc/certifications!

then spend 15 days in the US, with a security pilot flying around for 20/30 hours.
and then go to the flightacademy.com. to have my IR rating.
even if I come back for one month in France during the FIKI/turbo install and another week during the IR course all this should not take more than 2/2.5 months.
Then I can fly back the plane to Europe.
I guess that there must be some ways to have the American IR rating converted to EASA..

or

Buy the CIRRUS and do EASA IR rating in CANNES

Jean-Michel,

My daughter is about at the same level as you are right now, the difference is that she has a permanent safety pilot on call who also pays the bills. Saturday, on the flight to EGJA, she handled the controls all the way, except for the landing. Landing at EGJA rwy 08 in a stiff crosswind is 'a bit sporty', so the safety pilot took over.

I am sure the IR training at any of the larger schools in the US is fine but to convert easily to EASA you will need 100 hours or more of logged IFR time. Flying in Europe is also different from the US.

While you are in the US you should also plan to do the APS live course in Ada, think of it a an IR rating for running the engine.

When you mix and match STCs, never try to understand the wisdom of both FAA and EASA.

My A36 crossed the Atlantic with an internal tank in the back, non-stop from Gander to Shannon in 18 hours if I remember. Our Duke was ferried by my father and a Beech factory pilot via Gander, Greenland, Iceland without any additional tanks.

[quote="Dirk DeJonghe"]

Dirk, I see that you are based in Wevelgem. Bent u van Belgie?
Ik ben van Hasselt maar leef al lang in Amerika.