25 Apr 2024, 07:54 [ UTC - 5; DST ]
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 07 May 2022, 16:44 |
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Joined: 02/07/16 Posts: 567 Post Likes: +160 Location: KPMP, KHPN, LFPB
Aircraft: Work Falcon Fun Duke
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Congratulations , we are looking at purchasing something to fly regionally out of Houston and advocating for this versus some other jet turbine options.
_________________ JetSpeed Solutions, Falcon 8X/7X, Falcon 2000LXS, Falcon 2000 Classic and the Duke!
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 07 May 2022, 17:18 |
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Joined: 03/03/11 Posts: 1859 Post Likes: +1829
Aircraft: Piaggio Avanti
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It seems like upgrade of choice for the mitts owners Once you get used to high wing loaded planes it’s tough to go back to bouncing around. Flew 7 people 1300 nm at fl390 yesterday. Nice to look down on the storms rather than picking though them.
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 07 May 2022, 17:28 |
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Joined: 12/16/09 Posts: 7093 Post Likes: +1962 Location: Houston, TX
Aircraft: BE-TBD
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Username Protected wrote: Congratulations , we are looking at purchasing something to fly regionally out of Houston and advocating for this versus some other jet turbine options. If you need a pilot I would pay my own way to be able to fly a P180
_________________ QB
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 07 May 2022, 20:41 |
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Joined: 02/07/16 Posts: 567 Post Likes: +160 Location: KPMP, KHPN, LFPB
Aircraft: Work Falcon Fun Duke
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Username Protected wrote: Congratulations , we are looking at purchasing something to fly regionally out of Houston and advocating for this versus some other jet turbine options. If you need a pilot I would pay my own way to be able to fly a P180
No thread drifting but let your boss pay for your type
_________________ JetSpeed Solutions, Falcon 8X/7X, Falcon 2000LXS, Falcon 2000 Classic and the Duke!
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 07 May 2022, 20:50 |
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Joined: 09/02/09 Posts: 8456 Post Likes: +8429 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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Jon,
Congratulations on your new plane! It looks great.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 08 May 2022, 10:36 |
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Joined: 12/30/15 Posts: 1703 Post Likes: +1728 Location: Charlotte
Aircraft: Avanti-Citabria
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Username Protected wrote: Although with low rate and long lead time, the factory never stopped the Avanti EVO production Daniele, Do you know anything about the gravel kits. What I know is it is basically like a mud flap for front tires. Can I still buy one? Any idea on cost? I have a bee in my bonnet to visit Baffin Island. Pond Inlet has 4,000ft gravel runway. Jon, Congrats! Hope you love your new Italian lady as much as my wife and I love ours. Anthony, As to long range cruise power settings. Every time I try for a bit it seems like speed just goes down 15-20 knots and lbs/NM stays same. Obviously will be difficult in a headwind. Have you found a power setting/altitude that works?
_________________ I wanna go phastR.....and slowR
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 09 May 2022, 19:59 |
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Joined: 11/25/20 Posts: 30 Post Likes: +15
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Username Protected wrote: Although with low rate and long lead time, the factory never stopped the Avanti EVO production
Daniele, Do you know anything about the gravel kits. What I know is it is basically like a mud flap for front tires. Can I still buy one? Any idea on cost? I have a bee in my bonnet to visit Baffin Island. Pond Inlet has 4,000ft gravel runway.
Brad- The only one I've ever seen is on a later model II that we had for sale at one point. It does look like a mudflap, and seems like it is basically "bolt on". However, based on lots of other things offered by Piaggio, it is probably tied to an expensive SB.
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Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 10 May 2022, 08:15 |
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Joined: 09/02/09 Posts: 8456 Post Likes: +8429 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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I've been able to fly 1208 NM a number of times into up to 40 knots of wind landing with 500-550 lbs. or so. I haven't used the long range cruise table to set power but generally just set power to not exceed ITT of 800 degrees and then tweak back from there as required. I generally have to go to 38-40 to do that. Luckily, coming out of OKC I don't get step climbed, or if I do, I get the next climb before level off.
I often also ask to stay high longer than center initially asks for which may require a gating change coming into SF airspace but so far not had an issue. The plane will do a 5 degree descent very nicely. My point is that range has, often, as much to do with controllers and what you negotiate as the plane's capability.
I've also learned that you have to take forecast and predicted winds with a grain of salt. Generally, adverse winds west of the Rockies are worse than before for example. So, I always plot fuel diversion option(s) and set a decision point in advance.
One of the things I've been looking at more recently as fuel prices have climbed is the relatively large cost savings (in pounds of fuel not dollars) for a change of 2,000 feet of altitude. Often that changes fuel burn 150 pounds or so. That saves potentially $125 in fuel for the leg for a 5 minute time penalty. While that seems attractive at first glance total costs for the plane run about $1,500/hour (not counting interest and depreciation which add another real cost we don't like to think about). So, if block fuel runs $550/hr and you save $125 by climbing a bit but you add $120 in total costs by going slightly slower. So, faster is better and fastest is whatever you can do without a fuel stop (which obviously blows cost calculations out of the water).
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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