BeechTalk - BT

Username Protected · **Posted:** 28 Feb 2016, 17:52

Allen, do you know if the ProLine IV systems have the capabilities that you describe?

Username Protected · **Posted:** 28 Feb 2016, 17:58

Username Protected wrote:

Allen, do you know if the ProLine IV systems have the capabilities that you describe?

Dunno, never flown Proline IV.

Username Protected · **Posted:** 28 Feb 2016, 18:04

Username Protected wrote:

Adam - I can't speak for Canada, but the SPW is fine in Mexico. I have first hand knowledge of this. Flying your 560 to Cabo on a SPW will be fine.

But is it fine because nobody knows or can tell the difference, or is it fine because the Mexican CAA says it's OK officially?

Username Protected · **Posted:** 28 Feb 2016, 18:19

Username Protected wrote:

Has having the MU2 been a part of growing your business to where you need and/or can support a jet?

Absolutely.

If I don't have a plane, the business would suffer. The plane allows me to live in a pleasant stress free place in the Midwest but service clients all over the country. The cost of my building (custom made for us) and the plane don't add up to a facility I could get in a major city.

Main stimulus is that in the last 6 months picked up clients in Portland, Santa Clara, Seattle, and LA. The MU2 does not have enough range for that.

The real benefit of the MU2 is turning business trips into day trips. Get up early, fly out, do business, fly back. In some cases, this turns a 3 day affair by the airlines into 12 hours.

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:25

Username Protected wrote:

Sim profiles aren't the ones I worry about (sp). It's getting dumped out of 40k and making crossing restrictions and speeds while ATC is changing approaches/runways. Throw in a tight approach, tight fuel and a hold and I'm envisioning being maxed out just trying to program the fms and run the numbers.

Sounds like every sim session to me, except I'm usually single engine, generator out on good engine, and in icing conditions.

Having 1000 hours in an MU2, flying SP, in all weather, in major cities, in an airplane that actually flies SLOWER on approach than I do seems manageable.

Quote:

I doubt I could handle SP with just 25 hours - probably 200 and I'd feel ok.

I concur for someone stepping out of a King Air. But I already think at Citation speeds. :-)

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:29

Username Protected wrote:

My 2 cents is that your 1M expectation might be a bit optimistic for a good airframe with solid engines. I would venture to say that after you're done with pre-buy and the whole purchase process you'll have spent closer to 1.5M.

Perhaps.

At that price, then the few Williams S550s become more attractive. Price aside, the Williams S550 is pretty much the best plane for me, LONG range, lots of fuel, big enough cabin, 2nd generation wing.

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:30

Username Protected wrote:

...cheap to buy.

Negatives, ... resale.

Sounds like those go together. If it is cheap to buy, then I don't expect it to sell for a lot.

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:32

Username Protected wrote:

It is fine because the airplane is being flown in accordance to the rules of its country of origin. If flying with a SPW you'll be asked to show a valid/current FAA issued LOA.

Yes and no. You can not take an experimental abroad without having an exception from each country, because it's sub-ICAO. And in doing so, you can not fly IFR either. So even though it is flying in accordance with the rules of its country of origin, when you step outside of ICAO accepted certifications, all bets are off. A waiver would be sub-ICAO. At least that's my understanding.

Username Protected · **Posted:** 28 Feb 2016, 18:40

Username Protected wrote:

My 2 cents is that your 1M expectation might be a bit optimistic for a good airframe with solid engines. I would venture to say that after you're done with pre-buy and the whole purchase process you'll have spent closer to 1.5M.

Perhaps.

At that price, then the few Williams S550s become more attractive. Price aside, the Williams S550 is pretty much the best plane for me, LONG range, lots of fuel, big enough cabin, 2nd generation wing.

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:52

Username Protected wrote:

What are your options for a private fuel farm or fuel truck in Evansville

Zero. Even if I could, the cost to manage it doesn't make it worthwhile.

I'd manage it like my MU2. Tanker in fuel when able, buy local when necessary. Since the jet will have so much more range, it does not need to be full to serve a good percentage of the flights I take.

EVV is currently the most expensive fuel I buy (presently $4.50, and that includes the $0.25 based customer discount), but I've bought only about 120 gallons all year so far. I know they charge the airlines around $2.xx, which is relatively expensive for them, too. Could explain why we get so little airline service and we're not an airport people use for quick turns. Meanwhile, BMG no too far from here is $2.29 and they see a roaring business of quick turns, lots of planes in and out.

I hate monopolies. EVV might be the only class C airport I know where the FBO doesn't take contract fuel of any kind (Everest lists them, but it is the retail price).

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:56

Username Protected wrote:

One thing to keep in mind if you do any more Euro trips is that the SPW for the 560 is not accepted in Europe

Not an issue, would likely never take the V to Europe, and if I do, the cost of someone who wants copilot time in a V is relatively low.

Not taking the MU2 to Europe. Projected cost for the crossing and flying in region was about $75K. In the end, the facility the plane brings in the US was never going to be achieved in Europe regardless, so the value wasn't there.

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 18:57

Username Protected wrote:

Meanwhile, BMG no too far from here is $2.29 and they see a roaring business of quick turns, lots of planes in and out.

BMG is one of my go to fuel stops. Expensive cookies with the free fuel.

Username Protected · **Posted:** 28 Feb 2016, 19:00

Do you have another pilot on staff to be able to use as an SIC, or is single pilot a hard requirement?

I used to work as an engineer but flew the company plane as part of my job. Not sure if you have anyone with a commercial or at least at commercial mins on staff.

Totally understand the want for single pilot for max schedule flexibility and personal use though.

Username Protected · **Posted:** 28 Feb 2016, 19:12

Username Protected wrote:

Not taking the MU2 to Europe. Projected cost for the crossing and flying in region was about $75K. In the end, the facility the plane brings in the US was never going to be achieved in Europe regardless, so the value wasn't there.

Mike C.

Think you're missing an opportunity for a good adventure and some great flying. Don't think it would cost even half of that, but I respect your choice of course.

Username Protected · **Posted:** 28 Feb 2016, 19:13

Username Protected wrote:

I used to work as an engineer but flew the company plane as part of my job. Not sure if you have anyone with a commercial or at least at commercial mins on staff.

The pilot does not need to have a commercial cert if it is incidental to his job.

An engineer can fly the company plane on a private cert and 3rd class medical.

The company pilot flying the company plane needs a commercial cert and 2nd class medical.

Anyone flying a turbine should be able to easily get a commercial cert anyway.

My jet search