If you review GA and JetA sales for GA, is it really less than the 'glory' years. When I go to the ramp, I see 4 to 5 times as many jets and turbines as I do pistons.........with the TBM, Meridian, PC12, and soon to be Denali, you have a host of options and choices.

I believe that the meridian's are at a similar price point both operationally to most of the 6 seat singles on a per mile basis.

If you can travel with pressurization, speed and all weather capabilities, you get incredible utility out of your airplane.

Fair enough..... but even though I haven't done it YET..... It is done in PC12's every day. I do however cross the Gulf Of Mexico and fly to St. Barth/BVI regularly. So my "hours over open ocean" are VERY high.

Pilatus PC12 sales up over 30% right now. If "they're doing it wrong" then how come they're so successful? All the "GA is dying" folks are looking in the wrong direction.
https://www.flightglobal.com/news/artic ... st-436772/

Turbines are a lot more efficient now than in the olden days. The ramp used to be full or Lears.... Now it's full of PC12s.

I have been following this thread for mostly entertainment, but given the present situation with Mr Ulrich, this thread gives me a funny odd feeling to read, that I don't like

I really hope this has a positive outcome and he can join back in the discussion

Not sure if this thread is still about the SF50, but it looks like this article was just published by Flying:
http://www.flyingmag.com/we-fly-cirrus-sf50-vision-jet

apologies if it's old news, my browser says it was posted a couple of hours ago.

EDIT: it's a teaser / exec summary to buy the next issue of Flying

Also interesting was the Power Off 180-Degree Accuracy Approach and spot Landing (which the Type Rating PTS requires to be performed at 1,000 ft. AGL or less) is waived for the issuance of an SF50 type rating. The FSB went on to say that if the type rating practical test is conducted concurrently with the initial issuance of a commercial pilot certificate, this maneuver must be trained and checked in a separate airplane which is capable of the maneuver. Also noted was that between 1,000 and 2,000 feet AGL, Cirrus recommends utilization of the CAPS system if the engine fails. Below 1,000 ft. AGL the CAPS system must not be deployed, and Cirrrus recommends limited maneuvering and does not recommend a 180 degree turn at those altitudes.

The FSB also determined that the SF50 is not suitable for Single-Engine Instrument Flight Rules (SEIFR) Passenger-Carrying operations under part 135.

Really?? How can this be reasonable? Lots of DPs require 180 degree or greater turns, like the BUCHANAN ONE off 19R at KCCR. Those turns start well below 1000 AGL.

The previous line said "if the engine fails." So if the engine fails below 1,000 ft. AGL, the CAPS system must not be deployed, and Cirrrus recommends limited maneuvering and does not recommend a 180 degree turn at those altitudes.

the printing on some of these charts is too small. I expanded the relevant section so you can see it

I caught that even though it's not in green.......

Thank you. That makes a lot more sense. :p

In other news - 2 more registrations this week....

Peace,
Don

Well, yeah, no one doubts that PC12 kind of GA is doing quite well. "GA is dying" folks are talking about the GA an average plumber Joe can afford.

Well, yeah, no one doubts that PC12 kind of GA is doing quite well. "GA is dying" folks are talking about the GA an average plumber Joe can afford.

In the grand scheme of GA..... PC12=Joe Plumber

GA is anything using an FBO.