I'm not talking about IFR flight plans only. I'm talking about flying into major metro areas like TEB, MDW, OPF etc.

I clicked on four of the flights over 2 hours, and they were all at their requested 39,000 feet. There you have it.

There are tricks to use for this as well. For instance, when the weather is good, try filing for an airport 100 miles past your destination (this works great for NYC or ATL or HOU). Instead of putting you down low way out, they will plan to bring you over the top of everything. Shortly before you get to your idle descent profile, put 17k on request, cancel IFR through 180, and get vectors through the bravo VFR.

The only time I get screwed with getting put down low way far out is when the weather is solid or low IFR and I am flying into somewhere like NY, Houston, or Atlanta. There is just not much room for negotiating with ATC on these days.

I do too. But Garmin does it with a without a separate box. The radio is in the G1000 screen. Not so with Apex.

Is your brother on the Popa forum? There are endless threads of AP fail, YD fail, flap fail. I'm not the only one.

Yeah. Fly as if you were heading to your filed destination, calculate your idle descent point for your real destination, then put 17k on request. Cancel IFR, then you can do whatever you want. It works awesome when the weather is good enough. I also do this when I can't get an arrival slot into Eagle or Aspen. Of course, if the weather is going to require an instrument approach, this won't work.

Who cares if you get to 41K if they bring you back down to 20K 5 minutes later?

I tell this story often. You are the only person I know who says it doesn't happen to them.

So, you have a guy here actually flying a light jet (and flying quite often), who tells you that it is not a problem, but you side with the guy flying a single engine TP who has heard from someone who heard from someone that ... ? Interesting.

I will agree with the point that misinformation is an impediment to light jet sales (although I don't know how serious of one). I heard sooo many OWTs about the Eclipse before I started flying it. When I found them all to be untrue, I then realized that all this 'information' was coming from people who were not owners, had never flown one, in fact had never even sat in one. Strange, huh?

So, you have a guy here actually flying a light jet (and flying quite often), who tells you that it is not a problem, but you side with the guy flying a single engine TP who has heard from someone who heard from someone that ... ? Interesting.

Thank you very much for the excellent suggestions:

Sierra / Indeed, great airplane! Probably the only practical and excellent option today, and with a larger cabin than the SJ-30.

Erwin: which model do you fly, the Eagle II, the Super II or the Super S-II ? Thanks again,

Carlos, I fly a Merlin IIIC. I have an aquaintance with a modified SII. I think the max range between the two are simaler. Obviuosly, if money is not an issue I would got for the jet....so much easier to fly

Why don't you list an Eclipse in your info?

Three times a week,over varied routes. Well then, I stand down.

I had the impression he only just recently in the last year did a jet rating.


My perspetive comes from a friend flying a jet 4 to 6 hours per week in light jet starting 8 months ago,after retiring from a major airline.

I came in this thread too late and misunderstood things.

This is a very interesting thread.... But in my small mind I have lost track of the original posters message. This thread sounds like a spirited conversation between the tp and jet guys. Next we will discuss religion and politics.

Kevin Gabriel

Kevin,
I asked about meridian performance, cost etc. I think this thread touches on the next step for a lot of Bonanza/Baron owners. Acquisition cost, operating costs, training issues and which plane fits that mission is not a simple question. In some respects TBM, Meridian, Mustang, maybe the Phenom 100 are relatively close in performance. I know I'm making generalizations here.........but would a TBM 850 and a Mustang of the same acquisition cost........which one? I do not think its a simple answer. Training requirements, SE versus ME, runway length needed etc will skew the buyer one way or another........but still, in my mind not a clear answer.

Michael,

Nonetheless, great thread, I really enjoyed it!

BTW I learned to fly at 1C5 and JOT. Many fond memories....