+1

I've spent a lot of time at 280 in and out of APA and never picked up any ice much less enough to make me slow down 75 knots.

+1

I've spent a lot of time at 280 in and out of APA and never picked up any ice much less enough to make me slow down 75 knots.

Ice can be picked up much colder than -15 in clean air. I popsicled the 421 at -30 in a little puffy at FL250.

It all depends.

The rising air in the puffy is warmer, generally, and with your plane chilled by the colder surrounding air, passing through the warmer, moist cloud, the water found your airplane a very nice place to cling. You can build ice pretty quick this way.

Ask for deviations around isolated puffies, particularly if they are sharply defined and bright white, indicating a young, new cloud still holding on to its moisture.

Mike C.

The rising air in the puffy is warmer, generally, and with your plane chilled by the colder surrounding air, passing through the warmer, moist cloud, the water found your airplane a very nice place to cling. You can build ice pretty quick this way.

Ask for deviations around isolated puffies, particularly if they are sharply defined and bright white, indicating a young, new cloud still holding on to its moisture.

Mike C.

I've seen ice plenty of times well through the 20s. More times than I can count.

It would be great if there was some sort of way to get FIKI on an Evolution, but I don't see that happening. And with the FAA's latest position on the definition of icing conditions, that will keep you grounded plenty of days in a non-fiki turboprop.

Furthermore, who would really want to be in icing conditions in an experimental plane with an 'inadvertent' system? If you have ever watched FIKI certification, it's exhaustive. As it sits, no matter what anyone installed on their evolution, flight into known icing is illegal, and any inadvertent encounter with icing conditions constitutes an emergency situation (As it should be).

Can you elaborate on this?

The airplane was designed to fly the speeds the -42 (850 hp) makes the plane fly. The -135A is actually underpowered for the airplane. That's why I'm putting a -42 in mine

68 kts? That's odd. They are supposed to stall at 62 kts.

We were discussing the price of this plane an my friend said he could buy a really nice Black Hawk KA conversion for the same price and my statement was that I could buy a really nice PC-12.

Its a really nice 2 place speedster though.

Dude, 'Airline Killer?' Seriously? It's an amateur built experimental which operates in the altitudes where all the weather and ice is, without weather radar or proper de-icing equipment. Don't get me wrong, I demo'd the Evolution last year and loved the plane (although I think they are insanely priced). It flew beautifuly for a turboprop, but this is a fair weather toy. It's not even a TBM killer, let alone an airline killer!

That's not true at all. It has more baggage space than an A36 behind it's seats and comparable to a V35.

There is a large baggage area aft of the rear seats with a separate baggage door aft of the 2nd row of seats on the right side. Nice amount of baggage area, though not quite A36 space. I looked at these quite a while at OSH and was satisfied with the baggage space in addition to 4 seats.

I am just going to have to work much $$$ harder to justify one of these over my miserly A36TN.

You're right of course - I should have clarified my earlier statement. I was thinking A36 with rear seats removed, so comparing a 4 seat configured A36 with the 4 seat Evo. I haven't had the 5 and 6 seats in mine since I've owned it so that's my mental picture of the A36 baggage.