For those of you considering getting a Citation. Before you bring your Citation into a Cessna Service Center for anything, check your tire pressures. Cessna will check then automatically and if they are under inflated you will be told you need new tires and your aircraft is unairworthy.

The basis for that is that Cessna has a SB about tire pressures and that under inflation can damage tire sidewalls. If your plane comes into the Service Center with under inflated tires, Cessna does not know how long they have been that way, and thus must assume they are damaged and unairworthy.

For those of you considering getting a Citation. Before you bring your Citation into a Cessna Service Center for anything, check your tire pressures. Cessna will check then automatically and if they are under inflated you will be told you need new tires and your aircraft is unairworthy.

The basis for that is that Cessna has a SB about tire pressures and that under inflation can damage tire sidewalls. If your plane comes into the Service Center with under inflated tires, Cessna does not know how long they have been that way, and thus must assume they are damaged and unairworthy.[/quote]


As strange as that may sound, I actually understand that logic.
I also see the hand of corporate attorneys at work....

Good tip, thank you. Probably relevant to many aircraft.

Edit to fix the quote attribution.

You do have to notify ATC that you are negative RVSM, but you do not necessarily have to descend out of RVSM airspace. Often times they will let you stay up there.

Pitch and power! It's really a simple concept, but a lot of pilots don't get it.

I also have the 4th (completely independent) standby att. Although I have never to rely solely on it, I think it's great to have.

You do have to notify ATC that you are negative RVSM, but you do not necessarily have to descend out of RVSM airspace. Often times they will let you stay up there.

Sit tight, I'm about to join the club ...

Sit tight, I'm about to join the club ...

It's all here.
http://www.faa.gov/air_traffic/publicat ... m0406.html

Your sorta both right. Wiggle room may be had.

(although I hesitate to make any comment when Allen is in the room, after an ignorant gaf from 8 years ago , re: Proline 21 WAAS capability)

Allen, the company eventually traded that one for 2010 model that we upgraded to WAAS...nice stuff.

The only reason you'd have to descend below FL300 is due to traffic. In order for ATC to use 1000 feet vertical separation above FL290 both aircraft have to be RVSM. So the answer will depend on traffic.

WAAS with the FMS3000 is really sweet. I have it now.

Interesting FMS3000 quirk - I flew into KTRM a few weeks ago and found the RNAV approaches for KTRM were not in the FMS300. I inquired with Collins and was told that Jeppesen does not send those approaches because the MAP is below sea level.

Shouldn't the TAS be more like 300+ Kt with 170 KIAS @ FL370?

Lance, the Eclipse displays *equivalent* airspeed, not indicated airspeed, and the displayed true airspeed works out about right for 171 KEAS. I think that's where the difference lies.

He was a little powered back when that photo was taken. At normal (max continuous) cruise, the plane should show about 360 KTAS under those conditions.

Ken

I'm surprised the Premier hasn't come up more in this discussion. It is an AWESOME aircraft.
We normally have ours serviced at a Beechcraft Service Center, but they are pretty much all over. Parts are not mandated by Beech, but they gave up their Parts+ coverage when they declared bankruptcy.

I've flown a B55, B58, E-90, C-90B, Cessna 500 and the Premier and there is just no comparison in the performance with the Premier. Yes, the King Airs are workhorses, but with some of the Beech parts (3 attitude indicators in 3 years along with a 17K control motor on the gear going out after 800 cycles-so every time you raised or lowered the gear was $50 on a brand new airplane) lets just say their are problems. And our C-90B had pressurization issues as well.

We did look at the Eclipse and the Mustang, but you give up so much fuel/passenger that it didn't work for us.

I love the fact that we have to think to limit speed under 10,000, or that a 500 mile journey takes about an hour. The swept wing means the plane will FLY with very little turbulence when everyone else is complaining of moderate. The one thing the Premier needs is a long runway as there are no thrust reversers. It doesn't like to go off road or do the 4x4 bit that a King Air will. But it will handle 410 with a book number of 450kts for easily 2-3 hour legs all day long. The book says 140 gallons/hr for planning, but we get about 120. And I've gotten 604GS

I just made two trips from FL-CA a couple of weeks apart-one in a Hawker 800 and the other in the Premier. For my comfort with 3-4 passengers, I will take the Premier even with the stops as I really don't like an 8K cabin altitude for 6 hours straight.

And Ken's comment about a potty???? They have relief tubes for males-but for females and kids, it ISN'T optional equipment! Why would you spend over $500K on something that you have to wear diapers in???

Diapers? I would think if a guy can't go 3 hours without visiting a bathroom, perhaps the money would be better spent on a TURP than a JET .

Most of us don't haul around a blue room on the ground for a 3 hour trip:



IMHO it doesn't make a whole lot more sense to do it in the air and pay big bucks for the privilege. Then again for women or kids, I dunno...

Ken