Max runway elevation is 8 ft at the eastern end, negligible.


I think that mostly due to no turn around at the west end, light winds, and expediency.

The winds are typically light and cross from the north based on what I see this week, so winds not generally a factor in which direction to go.

Mike C.

I looked up the 441. It's too small for me. I need my cargo door too. I also need short field, icy runway etc. etc.

I want a 320 knot PC12... not a 320 knot airplane. If I'm buying an "airplane" I'll just get the CJ3. I can sell my PC12, pocket a bunch of money and buy a CJ3. CJ3 is smaller, cheaper, no cargo door and 400+ knots.

Fly it only with a 50 knot tailwind.

Or switch displays to MPH so you get a number closer to "320".

For someone who flies less than 2 hours, why does 50 knots matter so much? After 2 hours, it is only 100 nm.

Mike C.

For someone who hardly flies at all, why do you even run the number on faster airplanes?

Max runway elevation is 8 ft at the eastern end, negligible.


I think that mostly due to no turn around at the west end, light winds, and expediency.

The winds are typically light and cross from the north based on what I see this week, so winds not generally a factor in which direction to go.

Mike C.

Did I mention the 525 has some really nice features compared to the 500serirs?

I solved this with a TN Bonanza. The problem is, it accomplishes much more of my missions than I expected. I am starting the lease process on the jet, but I have now screwed myself with a TN Bo experience. My business has spread out and we have staff going different directions simultaneously. That puts me alone a lot. I can beat the jet door to door in the Bo on many legs, and it feels free. If its about “need”, the number of flights I’ll require the jet will leave me doing some flying-for-hire to stay comfortably current so I’m in a different boat than you John.

I’ve avgd 28 hrs/month this year (piston and turbine). Trying to figure out how many hours I’ll need it. Like I said, the TN Bo has really screwed up my calculus. I’m definitely not driving or doing airlines though!

I try real hard not to be really snarky, when you correct people about stuff you have only read about. I really expected you to counter my post as I wrote it.

The actual runway may be 8 feet different, but as you approach the east end it goes uphill to the seaplane ramp. I assure you as one who has been there many times in a KA90, Aztec, and C425... it is higher than 8 feet.

When you get the opportunity to visit, I want you to go to the far east end...look at the drop off to the ocean, and since it is only 8 feet (snark mode) JUMP OFF !
( now returning to gentle Jeff mode)
Easier to see here, some takeoffs start on the upper ramp, slowly adding power while rounding the corner down the hill , to the runway.

I solved this with a TN Bonanza. The problem is, it accomplishes much more of my missions than I expected. I am starting the lease process on the jet, but I have now screwed myself with a TN Bo experience.

For short trips, absolutely.

It gets in your head on longer trips too. Right now from Payson to Osh: Bo (5.5 hrs $400) CII (3.5 hrs $4,500). Add to that the jet is at a different airport and I spend time getting there.

If I’m solo, I want that $$ invested in my business. I am figuring out where the line is on weather/time/pax load etc. to create my true demand for annual hours. It was so much easier when I was spending 3-4X to fly a big twin.

Bottom line: a TN Bo makes a great counterpart to owning a jet IMHO (as long as that prop keeps turnin’)..

I went from a TN Bo to the Pilatus. The Pilatus is a big, fast TN Bo with tip tanks. I think I run it for less than the Bonanza.

Your quandary is the same that I'm in regarding the jet.

I'm well aware of the short flight fuel burn. I suffer this in the MU2 as well, though smaller numbers.

The 130 GPH block came from the specific trip discussed in the Premier thread, 1770 nm into a 50 knot headwind, one fuel stop. On those longer legs, 130 GPH is the block fuel.

Mike C.

Yesterday in my 525 I made a trip that I likely couldn't not have made without significant deviations and or delays. Jacksonville to Janesville WI over significant weather that ATC was re-routing everyone around. I went over at FL400. smooth ride. no drama.

Does this justify having a jet? Hell no. (not sure it can be done?) But it sure makes it easy to get around. It's not cheap. But it's not as expensive as it I thought it was going to be. In that regard I've been very satisfied, and it's been very predictable and reliable. The worst part of having the CJ is wanting more capability. The more performance you get, the more you want.

The Pilatus is a big, fast TN Bo with tip tanks. I think I run it for less than the Bonanza.

Really? On a per hour basis? How could that be?