BeechTalk - BT

Username Protected · **Posted:** 28 Feb 2016, 23:07

Username Protected wrote:

$1.36 at both my fields.

Which airports?

What card?

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 23:08

Username Protected wrote:

Who's talking about MU2s?

Me, because that is what I fly now.

Mike C.

Username Protected · **Posted:** 28 Feb 2016, 23:09

Username Protected wrote:

Within last 12 months I paid $11k for initial at SIMCOM Scottsdale and $7100 for initial SPW. I am doing CJ TR in June for $10k.

PM me if you want to know how.

Thinking of a 525 Mark???? Inquiring minds want to know....

Username Protected · **Posted:** 28 Feb 2016, 23:11

Username Protected wrote:

I would never take one into Mexico single pilot, and anyone that says they do it, is going into an airport that they aren't aware. Mexico City, Veracruz, and Merida will get you a violation.

Sorry David, but you are wrong.

(a) Below is Article 3 of Mexico's Aviation Law which clearly states that foreign aircraft flying over Mexican territory will be subject to the rules and requirements of the country which issues the aircraft registration. I could bore you and go through all of the minutiae of the law, but as long as the LOA is current, you should not be violated.

(b) Mexico City???? Unless you were flying for a government dignitary, I doubt you have flown into Mexico City - it has been closed to private flights for the last 25 years. The only flights allowed are scheduled commercial, cargo, government, law enforcement and military.

(c) I know of at least two Citations flying on SPW LOA's based in Mexico. I also must fly 2 or 3 times per month into Veracruz and I doubt the Commandant there would write anybody up.

Do you know of anyone having been violated on a SPW in Mexico? I would be interested to know.

Username Protected · **Posted:** 28 Feb 2016, 23:12

Uhhh Mark.. I understand I'm not a lady, or even pretty, but I'm totally available for a week of SIC.. Probably would help with a please and thank you.. but, let me know.. : )

I'll hunt down your cherry pepsi.. and definitely can chat.. but good w/ basic commands, so if you tell me to shut up - I promise I won't turn your master off either..

Username Protected · **Posted:** 28 Feb 2016, 23:14

Username Protected wrote:

Just got my SPW. . .

I actually brought a young lady from a local flight school on a recent flight. 500 hours, commercial, multi (50 hours). Absolute thrill of her life. Like can't sleep the night before or night after kind of thrill. ...

Used to do that all the time in the Twin Commander.

Pics or it didn't happen

Username Protected · **Posted:** 28 Feb 2016, 23:19

Username Protected wrote:

Uhhh Mark.. I understand I'm not a lady, or even pretty, but I'm totally available for a week of SIC.. Probably would help with a please and thank you.. but, let me know.. : )

I'll hunt down your cherry pepsi.. and definitely can chat.. but good w/ basic commands, so if you tell me to shut up - I promise I won't turn your master off either..

I called 7 people for this particular trip...uhhh I have to work...uhhh I am on call....uhhh my wife wants me to take her to her sisters. Etc etc.

Vs excuse me miss...wanna fly a Citation? Boom...

This particular woman used to be a police...also worked as a guard at a super max facility. Handy with a gun apparently. There will be zero "monkey business". But she is a fine SIC. :bat:

Username Protected · **Posted:** 28 Feb 2016, 23:22

Username Protected wrote:

Curious, is the single pilot type rating in the SP models about the same level of effort and work as the SPW in their respective models.

In other words, single pilot type in 501/SP at simcom as difficult as a 500 type with SPW sign off?

Both are the same ATP PTS checkride maneuvers and standards.

Username Protected · **Posted:** 28 Feb 2016, 23:23

Username Protected wrote:

Get caught 20-25 miles out at 10k for traffic below and doing 270-280kts., you have options, but it is soooo much easier to slow down a MU2 and start throwing out drag.

Power to idle, pop the speed brakes, slow to below 250 kts below 10K, and you can descend at 3000 fpm .... No sweat.

Username Protected · **Posted:** 28 Feb 2016, 23:32

Username Protected wrote:

Power to idle, pop the speed brakes, slow to below 250 kts below 10K, and you can descend at 3000 fpm .... No sweat.

The getting down is the easy part. Now you are at 250 kts. with the power at idle just outside the marker. You still need to slow to flap/gear speed. Sometimes you need to slow down before you go down. Oh, it can be done, but energy management is something that you need to learn coming from a TP.

Username Protected · **Posted:** 28 Feb 2016, 23:39

Username Protected wrote:

Real test to see how you manage energy is the hydraulic failure and no flaps or speed brakes landing you need to demonstrate on checkrides. Can you go down and slow down to ref speed without all the tools?

And even when you nail Vref it is shocking how much runway you use. (At least in the SIM). Of course, in the SIM it was depart one runway enter the pattern and land on a crossing runway with no flaps. So there was really no need to slow down. Coming from altitude would be a different challenge altogether.

Username Protected · **Posted:** 28 Feb 2016, 23:46

Username Protected wrote:

Real test to see how you manage energy is the hydraulic failure and no flaps or speed brakes landing you need to demonstrate on checkrides. Can you go down and slow down to ref speed without all the tools?

And even when you nail Vref it is shocking how much runway you use. (At least in the SIM). Of course, in the SIM it was depart one runway enter the pattern and land on a crossing runway with no flaps. So there was really no need to slow down. Coming from altitude would be a different challenge altogether.

Username Protected · **Posted:** 29 Feb 2016, 00:01

Mike,

I look forward to this discussion and search. Biggest problem we have is EVV fuel cost as stated earlier. True pain not having a competitive fuel situation. Single FBO. Repositioning is inefficient and very costly too. Perhaps time will correct the issue.

Good luck with your search.

Username Protected · **Posted:** 29 Feb 2016, 00:04

Username Protected wrote:

Can you go down and slow down to ref speed without all the tools?

Yes, many, many times!

Username Protected · **Posted:** 29 Feb 2016, 00:20

Username Protected wrote:

And even when you nail Vref it is shocking how much runway you use. (At least in the SIM). Of course, in the SIM it was depart one runway enter the pattern and land on a crossing runway with no flaps. So there was really no need to slow down. Coming from altitude would be a different challenge altogether.

Your examiner went easy on you.

Drop the gear and tell the tower you need to fly a wide pattern and fly as long of a downwind as necessary to bleed off airspeed. Then a long shallow final once you are at ref speed.

My jet search