KSLN is a popular airport for a stop.

Here are two quick-turns:

http://flightaware.com/live/flight/EJA6 ... /KLBE/KSLN

http://flightaware.com/live/flight/EJA5 ... /KEKS/KSLN

Both are pretty close to 30 minutes. I usually plan 45 minutes and try to do 30.

Avflight at KSLN are Pros. Like a pit crew in a NASCAR race. The truck is there when you stop, They are filling before you exit. Use the facilities, grab a cookie, pay, go.

We called them enroute from the sat phone last weekend and they had a box of Jimmy Johns when we landed.

Fltplan.com assumes direct climb and descent. It does not factor in arrival or departure procedures or how long you will be at the hold short line. Again, your posts in this thread make it seem like you've never flown an airplane before..... or you're totally biased.

Jason, you are being really dense. Fltplan absolutely accounts for arrivals and departures...if you put it in the box. Are you really that naive? Or are you just trying to argue?

You seem intent on engaging me with your douchebag comments, but you will have to find your amusement elsewhere. You remind me of the know-it-all student that we would pass around to other CFI's. I know my math works because I have done this more times than you can imagine.

Show me.

The example of KAPA was being discussed when you made your last post about how "it's all baked in on Fltplan.com"

Last time I asked you to "post up your numbers" you backpedaled.

Wow!

Jason, when you're traveling across the country, if you're smart, you don't stop for fuel at DFW or some other place with lots of traffic, lots of taxiing, complex arrivals, delayed departures and circuitous routing.

We do cross-country hops commonly in our VLJ, and we almost always stop in little towns with cheap fuel and quick turns. One of my favorites is this retired Air Force guy in Texas, who gets us in and out lickety-split:



I think a thirty-minute stop on the ground after 3 hours of flying is just what many people need. And, by my flight planning system's calculations, 30 minutes on the ground makes the block time maybe 45 minutes longer than if I'd gone straight through, assuming a climbout to the same altitude. Ho hum.

But often it's less than that. A stop allows both legs to be flown at a faster altitude since you're no longer stretching range. That translates into the overall block time being *less* than 30 minutes longer with a stop even if you're on the ground for 30 minutes. And everybody gets to stretch their legs, use a real bathroom, and pick up a snack .

Ken

Certainly agree with you Ken. I have set some endurance records in stock airframes , but rarely do pax care for those Devil be d***** marathon trips or Nascar pit stops. At least 30 minutes is about what it takes to reprogram and get ready for another flight. We stopped at Pueblo for a fuel stop the other day, bypassed the free ice cream and pop-corn, and took the retro pickup truck into town for some uncharacteristically good Mexican food, in a town with an interesting steel mill history. Certainly though, the most interesting and dangerous part of the trip was driving the run out crew truck

Trying to figure out where these guys have to be so fast. Stop and smell the roses guys

This is all opinion. Maybe you want to stop and make your day longer but I've found most people do not. I ask my passengers every trip.... "you guys wanna stop and get gas and bathroom or keep on going"? 100% of the time it's "let's keep going".

How is sitting in the FBO so much more comfortable than sitting in the airplane? Perhaps it depends on the airplane. My Pilatus is a lot more comfortable than my Bonanza was.

In the Pilatus, you're never "stretching range". It's pretty much the same speed at all certified altitudes. Of course, this is not the case with jets but then I would say that the whole point of a jet is to put it high and leave it there. Jets need to carry a lot of gas to make any sense. "Short range jet" makes no sense to me which is why I never bought one. I guarantee every "short range jet" spends 50%+ of every flight below FL300.

That's a backpedal.

It's simple. Do a fltplan profile for a flight and insert all arrival and departure procedures with the proper speeds and crossing restrictions and vectors from ATC.

There are many many more hurdles to jump doing a fuel stop than sitting in cruise. It's just Murphy's law. You can't clear every hurdle every time without a problem. For a guy who claims to be so much more knowledgeable than everyone else around here about flying I'm amazed you're even arguing about this.

This is a different story. I love checking out new airports and locations. I stop in Bryce Canyon many times when I'm headed to Northern California from Atlanta. Go get lunch. Check out the town. Do a tour etc. I get it but you're talking about 2 different things.

Here you go. I don't know enough about the PC-12 to even know if this is a doable trip. I did DIRECT with the PC-12 from CGF-LAS, even though you would get a departure and an arrival. I loaded departures and arrivals for the MU2.





That leaves 39 minutes to taxi in, fuel and taxi out.

I am sure you will come up with some other BS about why the numbers are faulty.

You used Legacy PC12 numbers. Legacy PC12's are slower. My cruise is 270 on FA..... Not 258.

"Dickhead"? See what I mean? You can't debate without making it personal. Why so emotional?

Ok, that buys you 17 minutes on a direct flight that you would probably have to stop too.

This ground school course is over. I am done with you.