Dirk,

My grand father was a fighter pilot during WW1 unfortunately he is not with us any more so I will have to pay the bills AND the safety pilot!
But I don't plan to make ANY long/cross border flight without a safety pilot at least for the first year.

I do not want to become a professional airliner pilot. A few friends told me that the EURO IR is FULL of useless items that I will never use in GA.Most of them didn't do their IR in the US mainly due to language problems.

Doing the IR rating in Europe takes you ages. In the US, if you work hard, you can have it in 3 weeks!
And, just to add some icing on the cake, it cost you about 1/3 of the same rating done in France.

I know that flying in Europe is different, but the only think you need when you get your U.S. rating is experience, hence the safety pilot.

''to convert easily to EASA you will need 100 hours or more of logged IFR time.''
Is that a rule? never heard about it.

Ferry pilots are strange animals to me, flying 5h+ over the freezing North Atlantic in a single engine plane is not exactly my idea of fun.

Luc,

Inderdaad, Ik ben gebaseerd op EBKT, ik woonde 15 jaar op het vliegveld met de Bonanza en de Duke op het gelijkvloers, sinds 1994 ben ik verhuisd naar Kortrijk centrum.

Dirk

Jean-Michel,

I am/was the mentor pilot for several FAA-IR pilots; there is a lot of lobbywork going on behind the scenes. As EU resident pilot you will have to have an EASA PPL-IR license to fly an N-Reg in EU from next year, extension may be possible. Our org has about 450 members and a lot of them are converting or planning to.

I know the EASA theoretical is full of ...., but the practical is not very different.
I completed all the CPL theoretical and practical exams except aerobatics because the Decathlon was sold and then crashed by someone else.

My daughter is third generation pilot in the family, I was first, my father second. My father stopped flying when he was 85, he is 90+ now. My grandfather was the owner of a textile factory, he also painted the ruins of Ypres after WW1. From my home airfield we had uninvited guest like Manfred von Richthofen (WW1) and Adolf Galland (WW2).

Jean-Michel,

For context, I own a business which helps people buy and sell high performance airplanes such as the G36 and SR22. I have approximately 350 hours in SR22's and over 500 in G36's. I also am an instructor (and in a former life used to teach for Air Shares Elite, which is a Cirrus fractional program).

Far more importantly, just 2 days ago I flew Nate Tinkle's 2008 Cirrus TAT TN Perspective SR22 from Tucson, AZ to Goodland, KS. It took exactly 4 hours and when I landed I had 18 gallons in the tanks. I flew at 17,000 feet at approximately 194 knots TAS. I burned 36 GPH for the first 25 to 30 minutes and then 16.5 to 17.3 GPH for the remaining 3.5 hours. That is real world data and consistent with all of my other flights in TAT TN SR22's and TAT TN G36's.

-Neal

JM, In the spreadsheet you attached a few posts up, you'll need to remove some baggage weight or pax in order to use full fuel in the G5. In your sample spreadsheet, you only had 48 gallons of fuel. Max capacity is 92 gallons.

A factory new SR22T uses the factory engine. What are the fuel specifics for the 550 factory turbo ?

I forgot for a moment that we are talking about aircraft here.

If you use logic, you certainly dont buy new (unless there is a reason in tax and business law to do so).

The numbers are fairly similar and not a big enough difference to discount the analysis/conversation. The SR22T POH is online (or I can email it to you) if you want to really drill it down however

-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

Is there any room in the G36 wing outboards to stick 2 15gal fuel cells in there ?

I'm gonna guess no since D'Shannon is making the carbonfiber extensions to hold that much (or more?) fuel. Maybe there is room but it would have to be multi-bladder with connections due to wing structure in that area?

FIKI with Tip Tanks and TN on an A36 can be done...I know this will seem like blasphemy but I have been through this process....and I know of one other FIKI Tip Tanked A36 as well. The key is finding a mechanic/repair facility who believes that installing the Tip Tanks does not invalidate the previously installed STCs (FIKI TKS). The mechanic installing the Tip Tanks makes this decision. This is the same decision process that is used by the installing mechanic or avionics shop if you have FIKI TKS on a non-tip tank A36 and decide to remove the vacuum pumps and go "all electric" as the FIKI TKS POH states that "vacuum pump...and a backup vacuum pump as well" must be operational for the aircraft to be approved for flight into known icing conditions. WARNING: If you go this route and have to return the airplane to CAV Aerospace for repairs (or a I suspect, whoever is the installer for CAV Aerospace now) they will most likely decide to remove the FIKI status because of the Tip Tank installation. This happened to the owner of the "other" FIKI Tip Tanked A36 I mentioned above (he took his plane to CAV Aerospace to have a new pump installed) and CAV Aerospace wanted to remove the FIKI status. As I heard the story, the pilot/owner had his attorney get involved who advised that the "tip tank installing" mechanic had the authority to leave the FIKI status as he did not believe that the subsequent STC for the Tip Tank install invalidated the previously installed FIKI TKS STC and the plane left the CAV Aerospace facility with FIKI status.

Not saying that I am an expert on this subject but wanted to share that it is possible to have FIKI TKS on a tip tanked A36...the order of the installation of the STCs is important and having a mechanic/repair facility believes that by installing the Tip Tanks does not invalidate the previously installed STC for the FIKI TKS. This plane now resides in Paraguay
and the new owner is enjoying the FIKI TKS and the G600 with an all electric panel. I suspect there may be other FIKI TKS Tip Tanked A36s in addition to the A36 I referred to above, operating with FIKI status. Just wanted to share that it is possible to have this combination but please be aware that there are mechanics and repair facilities that would say that by adding Tip Tanks to a FIKI TKS plane would cause the plane to lose FIKI status as the CAV Aerospace STC was not tested on an A36 with tip tanks. YMMV.

I have moved on to an Aerostar 601P/700 with FIKI status.

Tom

Jean-michel Monsonego wrote:
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.

_________________
Don Coburn
Corporate Expense Reduction Specialist
PA32-300
C182

JM, In the spreadsheet you attached a few posts up, you'll need to remove some baggage weight or pax in order to use full fuel in the G5. In your sample spreadsheet, you only had 48 gallons of fuel. Max capacity is 92 gallons.

Jean-Michel,

For context, I own a business which helps people buy and sell high performance airplanes such as the G36 and SR22. I have approximately 350 hours in SR22's and over 500 in G36's. I also am an instructor (and in a former life used to teach for Air Shares Elite, which is a Cirrus fractional program).

Far more importantly, just 2 days ago I flew Nate Tinkle's 2008 Cirrus TAT TN Perspective SR22 from Tucson, AZ to Goodland, KS. It took exactly 4 hours and when I landed I had 18 gallons in the tanks. I flew at 17,000 feet at approximately 194 knots TAS. I burned 36 GPH for the first 25 to 30 minutes and then 16.5 to 17.3 GPH for the remaining 3.5 hours. That is real world data and consistent with all of my other flights in TAT TN SR22's and TAT TN G36's.

-Neal

If you want to fly 4 people with bags anywhere, then you need to be in a 6 seater. You need a Bo my friend.