23 Apr 2024, 20:38 [ UTC - 5; DST ]
|
Username Protected |
Message |
Username Protected
|
Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 14 Jan 2023, 11:21 |
|
|
|
|
|
Joined: 03/03/11 Posts: 1858 Post Likes: +1829
Aircraft: Piaggio Avanti
|
|
Username Protected wrote: If by pc12 size, you mean a cabin that’s a foot taller and 1.5’ wider, you are right Of course. The P.180 has a much rounder and wider cross-section. But I was talking about the outside on first glance, how it seems about the size of a PC-12 and just like the PC-12 seems larger in life than in photos. Admittedly I've only seen a PC-12 from the outside. One of the most interesting things the Piaggio pilot told me is that they had looked at a PC-12, but due to various regulations in this part of the world they would have had to fly certain routes close to airports in case the PC-12 lost its engine. With the Piaggio they can fly much more direct routes. So much so that they found the costs per trip would be cheaper with the Piaggio (as well as much faster of course). Now the owner wants to "upgrade" to a Premier 1A. I'm not sure that's really an upgrade. The pilot said the same thing to the owner. Might gain 20-30kts speed, but lose in all other areas.
On longer legs Avanti burns less fuel per mile than pc12. Shows how much efficiency you gain with higher altitudes.
Premier is faster by a good bit. If the range profile works for you it seems like a great machine.
FSI was fun, as Brad mentioned. I will say though that it’s very challenging to fly garmin all the time then get thrown into proline 21 for a bunch of emergencies. That extra layer of workload was tough to manage. Situational awareness was so much lower than it should have been. I will likely do in airplane next year.
|
|
Top |
|
Username Protected
|
Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 14 Jan 2023, 11:50 |
|
|
|
|
|
Joined: 09/26/09 Posts: 1416 Post Likes: +885 Company: ElitAire Location: Columbus, OH - KCMH
Aircraft: Piaggio P180
|
|
Username Protected wrote:
FSI was fun, as Brad mentioned. I will say though that it’s very challenging to fly garmin all the time then get thrown into proline 21 for a bunch of emergencies. That extra layer of workload was tough to manage. Situational awareness was so much lower than it should have been. I will likely do in airplane next year.
I was nervous going into Simrecurrent last year having never used PL21 (I have a Garmin bird and did in-airplane initial.). Sim instructor was very accommodating. Any time I got stuck in PL21 he helped me through - understanding I was there to be a safer pilot - not there to learn PL21. I just booked recurrent in July and was wondering if I'd have the same experience this time Previous sim instructor Marti had plans to retire and sail his cat all over around the first of the year... Side note - I scheduled this week, and first available was July unless you wanted to be there on Memorial Day weekend...
|
|
Top |
|
Username Protected
|
Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 21 Jan 2023, 07:49 |
|
|
|
|
|
Joined: 09/26/09 Posts: 1416 Post Likes: +885 Company: ElitAire Location: Columbus, OH - KCMH
Aircraft: Piaggio P180
|
|
Username Protected wrote: Did the ice warning fork thingy chime at any point going through convection? It definitely did. It is very sensitive and accurate. It operates on a cycle. I won’t have this perfectly correct - but let’s say it sheds itself of ice every 5 seconds and looks for new ice. I knew the ice was heavy because just as quickly as the light went out (melt/shed current ice), it was back on (quickly accumulated new ice.) ATC was awesome. Advised of reports, asked for reports, and instead of normal step-downs they delayed descent and provided one descent from above to below ice.
|
|
Top |
|
Username Protected
|
Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 01 Feb 2023, 15:31 |
|
|
|
|
Joined: 01/01/22 Posts: 43 Post Likes: +4
Aircraft: Piaggio, Epic LT
|
|
Username Protected wrote: How quickly we get used to Avanti speed.
Thinking I broke an Avanti BT speed record yesterday....just wrong end. FL380 with ISA +13 and TAS of only 334 129 knot headwind so my GS was a solid 205.
Headwind did subside over Northern New Mexico as well as getting lower temps so we did see True of 355 and GS of 335 before descent.
7.4 hours on hobbs on trip west but we were able to reach destination with only one fuel stop.
I did get an hour nap in the back thanks to my copilot friend up front. What was your fuel burn?
|
|
Top |
|
Username Protected
|
Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 03 Feb 2023, 11:29 |
|
|
|
|
Joined: 01/01/22 Posts: 43 Post Likes: +4
Aircraft: Piaggio, Epic LT
|
|
Username Protected wrote: 654 gallons 654 gallons/hr at flt 380 with +13C?
|
|
Top |
|
Username Protected
|
Post subject: Re: The definitive Piaggio P180 Avanti thread. Posted: 03 Feb 2023, 11:35 |
|
|
|
|
|
Joined: 11/08/12 Posts: 6318 Post Likes: +3809 Location: San Carlos, CA - KHWD
Aircraft: Piaggio Avanti
|
|
Username Protected wrote: 654 gallons 654 gallons/hr at flt 380 with +13C? Pretty sure Brad said 7.4 on Hobbs, so I assume 654 gals total on that trip. Which would put him at about 88 gph block. Or 592 pph.
_________________ -Jon C.
|
|
Top |
|
Username Protected
|
Post subject: ! Posted: 09 Feb 2023, 21:15 |
|
|
|
|
|
Joined: 09/02/09 Posts: 8454 Post Likes: +8428 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
|
|
I just made my longest P180 trip from Winter Haven, Fla. to Santa Rosa, Ca. 2138 NM in 7:13 minutes in two legs stopping at Hemphill, Texas for fuel. Landed on both legs with about 550 lbs. so about 4,500 lbs. of fuel total. We had an average of just under 40 knots on the nose. Got step climbed out of Florida in a frustratingly ridiculous way which probably cost the 13 minutes. As we got close to the west coast they started trying to descend me in eastern Nevada. But it takes a while to come down at 500 fpm . We flew at FL36 in cruise so the cabin was about 5,000 feet. After an 8 hour trip all in I felt much less fatigued than a trip in my TBM half that length. It really was sea to shining sea - I know, photos or it didn't happen - but it did!
Please login or Register for a free account via the link in the red bar above to download files.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
|
|
Top |
|
|
You cannot post new topics in this forum You cannot reply to topics in this forum You cannot edit your posts in this forum You cannot delete your posts in this forum You cannot post attachments in this forum
|
Terms of Service | Forum FAQ | Contact Us
BeechTalk, LLC is the quintessential Beechcraft Owners & Pilots Group providing a
forum for the discussion of technical, practical, and entertaining issues relating to all Beech aircraft. These include
the Bonanza (both V-tail and straight-tail models), Baron, Debonair, Duke, Twin Bonanza, King Air, Sierra, Skipper, Sport, Sundowner,
Musketeer, Travel Air, Starship, Queen Air, BeechJet, and Premier lines of airplanes, turboprops, and turbojets.
BeechTalk, LLC is not affiliated or endorsed by the Beechcraft Corporation, its subsidiaries, or affiliates.
Beechcraft™, King Air™, and Travel Air™ are the registered trademarks of the Beechcraft Corporation.
Copyright© BeechTalk, LLC 2007-2024
|
|
|
|