M2 is on a CE-525 type rating. It is a CJ1 underneath with various minor changes. In fact, it is on the CJ type certificate A1WI and the aircraft all have serial numbers 525-xxxx.

The M2 name is a marketing trick to replace the Mustang (CE-510 type rating) as the bottom of the product line. The Mustang costs more to build than the CJ due to uniqueness of parts and process that doesn't take advantage of the CJ product line.

Maybe the insurance is confused by that and thinks the M2 is not a 525? They don't always catch those details.

Mike C.

Mike C.

Exactly.

I think this is the part Mike is missing, except when it suits him to sell the value of his $900k hull value aircraft.

When you go over $3M hull value the insurance companies get real testy. When you hit about $5M - $6M it gets worse and when you get over about $8M it seems to get really bad! I have been told by numerous sources that The $8M - $9M PLUS range is bad because the value is too great for a single insurer and they have to bring in a second company.

As always, I just want to get good and correct info out there so that aircraft buyers, owners and operators don't get caught with their pants down.

If I make a mistake or say something that is inaccurate, please call me out on it. I will quickly admit I was wrong and will be glad the record is corrected.

There, I fixed it for you!



And $3M in liability?

You are kidding right?

You said you fly employees on your aircraft... $3M?

Thread drift in full mode…we got new insurance quote on Bonanza. They wanted to know how many hours I had in a V35. NOT P35, S35, V35A or V35B. Just V.

Insurance is getting extremely picky for model to mean just that, a model. Even though that does not match FAAs description.

Conversely, here is something even dumber. FAA requires under 135 higher mins until 100 hours time in type. TYPE. C90 and 200/B200 different types, so 100 hrs each.

But 200/B200/300//B300/A200/1900 are all one TYPE (A24CE). So, that’s OK.

I've become less confused about FAA rules now that I understand they exist primarily to prevent the FAA from being blamed for anything, not for our safety.

I did my initial 525 rating which gave me CJ,CJ1 and CJ2.

I did differences training for M2, which didn’t include a flight test.

Also did the same for CJ4, and another seperate for CJ1+, CJ2+

Andrew

Uh, that's simple. Go to the referenced waypoint, hit VNAV, say 20 miles prior, enter altitude, activate. It will create a waypoint 20 miles prior to the reference waypoint even if there is a flight plan waypoint between that and the reference one. It works the same regardless of the intermediate waypoint or not. It then gives you vertical guidance so you reach the crossing altitude at the right spot.

I get this a lot from ATC, like every third flight, very common for jets apparently. Not difficult with my setup (GTN 750 Xi).


Not that hard, you can always go heading and pitch pointed in roughly the right direction, then sort it out.

Every pilot needs to know how to revert to basic modes while resolving complex situations. This was dealt with in the famous Children of Magenta video.

[youtube]https://youtu.be/5ESJH1NLMLs[/youtube]


I think the logic is pretty similar to my GTN on the high end G systems.

Mike C.

I agree that some of that UX logic isn't great.

But why should this be a problem for any reasonably proficient pilot? I get that some of these "pro" pilots get lost if they have to actual fly the plane, but if we expect pilots to actually be able to fly - and in this case, it's as easy as managing a descent and speed without automation - this should be simple.

Should be, yet many NTSB reporte begin with pilots “pro” or not wrestling with automation and losing, bringing a perfectly good aircraft to its demise. Don’t dismiss the seriousness of having unfamiliar avionics in the cockpit. Back to my prior post. I would not want a pilot new to the G3000 no matter how many hours in c525’s piloting my M2 with me in the back.

I’m definitely confused.

“…before the previous waypoint…”?

As in, before the waypoint that is behind you?

Why would you want to do that? Or did I misunderstand?

I’m definitely confused.

“…before the previous waypoint…”?

As in, before the waypoint that is behind you?

Why would you want to do that? Or did I misunderstand?

I did my initial 525 rating which gave me CJ,CJ1 and CJ2.

I did differences training for M2, which didn’t include a flight test.

Also did the same for CJ4, and another seperate for CJ1+, CJ2+

Andrew

The insurance companies now agree with you and that fact is in part because of the King Air 350i accident in Addison, two pro pilots, Collins Fusion panel, ten dead bodies and a major loss for the insurance industry.

I spoke with Tom Clements shortly after it happened, Tom with frustration and pain in his voice, said “I don’t understand, why didn’t they just fly the airplane?”

My reply “because they were both looking at those three big tv screens in front of them, trying to figure out what the hell was going on”

Prior to this accident the King Air 350 had a near perfect accident history.

I just processed payroll so I have same insight on this week's Phase 1-5:

We do about 12 of these a year. It's not a rocket science inspection but that's ALL my guys work on so the entire shop is geared specifically for these inspections. Standard parts are pre-ordered in bins, random spares are in a 1,500 sq foot air conditioned parts room, airframe parts planes are immediately behind the hangar and all checklists are pre-printed and ready to go. Highly efficient.

A relatively squawk free inspection with normal consumable parts takes 100 man hours. Basic parts are fuel filters, periseals, gaskets and hydraulic filters that add up to about $1,200 (unfortunately you must buy this stuff new from Textron)

So unless your airplane is incredibly jacked up OR you are buying grossly overpriced parts, you're going to have to really try to get the bill up beyond 25K.

So, if you are getting a $75K bill for a Phase 1-5, your plane is highly neglected and this is not NORMAL by any stretch. Another rationalization for this is that you are getting ripped off OR the shop/guys working on the airplane don't know what they are doing and are fumbling their way through the procedures.