If 10 gallon, it occupies half the forward baggage compartment. If 20 gallon it takes about 95% of the forward compartment.

It's right smack in front of the pilot! That's a deal killer for me.

Rick,

You scared me there......I thought my dream was coming to an abrupt end! But in this case, this 700 c2 is still for sale. I can dream on.

Rick,

You scared me there......I thought my dream was coming to an abrupt end! But in this case, this 700 c2 is still for sale. I can dream on.

This post was made on the MMOPA site the other day and I thought it was worth posting some of the information. This is actually really good to know regardless of airframe. The jetprop ends its green arc at about 169 knots and the meridian at 188. Can you imagine an down or updraft of 10,000 feet?

"There might be some misunderstanding about what why and when maneuvering speed is important.

Va is the speed where the aircraft is unbreakable, in that the airfoil will stall before it places excessive load (over 3.8G) on the airframe. It is definitely the speed you want to use when you are losing control of your airplane or are experiencing severe turbulence (defined as more than momentary loss of control of the airplane).

But inside the green arc you still have incredible strength and envelope protection. How much? At the top of the green arc, a 50'/second gust (3000' per minute, or 30 knot vertical gust) will reach but not exceed the G limits.

A show of hands for how many people have experienced a 50'/second vertical gust. Not very many of us.

This is for a certification reason. The top of the green arc provides gust loading prevention for orographic turbulence, low and high level wind shear, mountain wave, and wake turbulence. All of these do not exceed 50'/second.

Thunderstorms and convection however can and do exceed 50'/second, reaching 160'/second or 10000 feet per minute of vertical windshear.

So you might be working too hard trying to stay below maneuvering speed in less than smooth air. The green arc is for normal operations, which include the normal bumps I experience descending over the Rockies, Alps, Cascades, and low altitude flight in the desert. Now I certainly don't preach being right at the top of the green, as passenger comfort in the 155 kt range will be greatly enhanced in turbulent conditions vs 169k.

If you manage airspeed for physical comfort in turbulence, the airframe is much stronger than we are comfortable, so you will be staying on the safe side of the airframe physical limits.

But you don't need to be at 129-137k, that is for emergencies, primarily inadvertent thunderstorm penetration, not for normal turbulence.

This airspeed flexibility will greatly enhance your descent flexibility. I don't think I have extended landing gear yet when descending into Fort Collins, APA, JeffCo, COS or Pueblo."

It got pulled down off Controller the other day. Do you think he is keeping it? I know a number of people that know that particular C2. C2s sales have slowed down a bit, and I think it is the upgraded panels the buyers will face. GTN 750 are pretty easy to install, but the G600s takes a lot more surgery. The project starts at $140,000.00.

I've heard about a trade C2 coming up from the brokerage world. This one was just taken down from JetAviva's listings....

Rick, the listing is now with these guys though they don't yet show it:

http://caijets.com/

I agree that N700CZ is a very nice C2, but it shows that it's hard to be stuck on $1.6 when it needs a panel upgrade. All the others are stuck too, most with 530s.

Trading it was probably his better answer to get out.

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Personally I'd rather have a pair of 530W than the new GTN750's. I haven't really heard too good of things about the GTN's, not even from my local avionics shop.

Why does it need a panel upgrade? Pilot who is unable to fully utilize the TBM performance with the current instruments needs more training, not different instruments.

Personally I'd rather have a pair of 530W than the new GTN750's. I haven't really heard too good of things about the GTN's, not even from my local avionics shop.

Personally I'd rather have a pair of 530W than the new GTN750's. I haven't really heard too good of things about the GTN's, not even from my local avionics shop.

Your right, there is nothing wrong with the EFIS 40. I was planning to fly mine for a few years then it started acting up and I didnt want to spend money on it so I did the G600 upgrade and a GTN 750, kept one 530w and its really nice. You dont need dual G600 in the TBM.
You guys can argue all day about the higher price and maintenance of a TBM but at the end of the day there is no other turboprop that as the safety, range, speed, fuel efficiency and payload of a TBM.
I did the exercise 4 years ago, flew the .P210 SE, Turbine Bo, Navajo, Malibu /Mirage, Jetprop, Meridian and convinced myself that a Baron would work. Bought a Baron 58 didnt do what I wanted. Sold it and bought a TBM 700 C2.
Never looked back.