BeechTalk - BT

Username Protected · **Posted:** 17 Mar 2019, 19:59

Charles, she's a beaut, serious congrats!!!!!!

If you'd gotten the PC12 in blue you'd be a chick magnet......just saying :duck:

Username Protected · **Posted:** 17 Mar 2019, 20:12

Username Protected wrote:

Charles, she's a beaut, serious congrats!!!!!!

If you'd gotten the PC12 in blue you'd be a chick magnet......just saying :duck:

I know. I have seen pictures of you and Jason carrying the hotties.

Username Protected · **Posted:** 17 Mar 2019, 20:20

Username Protected wrote:

Quote:

I personally almost never fly commercial. This is a 99% mission capable plane for the most weather, high, hot, short runway, mountain, night, short range, long range, variable missions that I have.

I'm curious how often you have to be somewhat flexible in when you fly to make this work? In the last year I have had several instances where I had to fly commercial because of weather where either the en route weather or in one case departure conditions precluded flying my plane where a jet could go. Up til now I've had to travel a lot on very inflexible schedules (i.e. have to be somewhere at a certain time with no real ability to go early or come late(r)due to schedule). You're either more flexible than me, more lucky or have a better system. Which is it?

You know, always judgement involved. Plane, pilot and mission. The 2 places that I will hold is ground icing on takeoff with moderate or greater snow, although I have deiced several times, when the snow was light. Getting that clearance before you ice up again is stressful, and squall lines. Most other things, can usually plan around it with minor changes in time, route or altitude.

I kind of hate to say this, for fear of stirring the pot, but in my experience, with the above caveats, I would say my dispatch reliability is higher than if I traveled the same trips by airline. The airlines are often delayed, oversold, canceled and constrained by departure times. They have far fewer airports to choose from, and specific to my location, contaminated runways. SFO or SEA can be in serious fog, OAK or BFI may be VFR or reasonable IFR. I have only missed 2 business meetings that I can recall. Both were when my plane was in the shop and I was flying commercial :eek:

Username Protected · **Posted:** 17 Mar 2019, 20:24

Along the same lines, I flew one of my business associates from a meeting in Boise Friday to SLC as all the flights going out of Boise back to his destination were oversold, even though he had a confirmed ticket. Spring Break they said. Saved him an extra night in Boise.

Username Protected · **Posted:** 17 Mar 2019, 21:01

Username Protected wrote:

I would say my dispatch reliability is higher than if I traveled the same trips by airline. The airlines are often delayed, oversold, canceled and constrained by departure times.

I agree with this certainly. Some of my cancellations are probably related to my personal minimums being what they are.

Username Protected · **Posted:** 17 Mar 2019, 21:52

Username Protected wrote:

Yep still the -42. Max ITT is 800 and Max Ng is 101.7% We don't run it anywhere close to there though. There are several sets of power tables, we run the normal cruise power settings, and usually back off that 30-50 ft.lbs which runs ITT's anywhere from 695-730 depending on conditions.

I would not be afraid to run it hotter, like 750-770. If that, or something less than that gets you max torque then great. The max torque on a -42 in the 200 is 2230. I have only flown in a Meridian (not M600) where the torque limit is 1313. Lots of room there...

Username Protected · **Posted:** 17 Mar 2019, 21:58

Username Protected wrote:

Along the same lines, I flew one of my business associates from a meeting in Boise Friday to SLC as all the flights going out of Boise back to his destination were oversold, even though he had a confirmed ticket. Spring Break they said. Saved him an extra night in Boise.

Hey, there's nothing wrong with an extra night in Boise.

Next time you're in town I'd love to come see your bird. You park at Western Aircraft (south side)?

Username Protected · **Posted:** 17 Mar 2019, 22:21

Can you explain the economics behind the plane swap?

Thanks

Vincent

Username Protected · **Posted:** 17 Mar 2019, 22:34

Username Protected wrote:

Can you explain the economics behind the plane swap?

Thanks

Vincent

Ha!

He wanted it.
Reason enough for me.
:pilot:

Username Protected · **Posted:** 17 Mar 2019, 22:36

Congrats Chuck! Nice plane.

Username Protected · **Posted:** 18 Mar 2019, 08:28

Cool plane.

Curious on what TaS speeds you are typically seeing?

How do you and your partner schedule the plane given the high usage?

Username Protected · **Posted:** 18 Mar 2019, 08:47

Love it... Enjoy

Username Protected · **Posted:** 18 Mar 2019, 08:55

Username Protected wrote:

Along the same lines, I flew one of my business associates from a meeting in Boise Friday to SLC as all the flights going out of Boise back to his destination were oversold, even though he had a confirmed ticket. Spring Break they said. Saved him an extra night in Boise.

Hey, there's nothing wrong with an extra night in Boise.

Next time you're in town I'd love to come see your bird. You park at Western Aircraft (south side)?

Username Protected · **Posted:** 18 Mar 2019, 09:01

Username Protected wrote:

Cool plane.

Curious on what TaS speeds you are typically seeing?

How do you and your partner schedule the plane given the high usage?

Google calendar. We put our wish list in. We each have 2 colors. Hi priority, and then if the plane is available (low priority) I will use it colors. Communicate frequently. Occasionally may dead head a leg or two, if someone needs the plane, the other may ride along and reposition it. I for one, don't mind having a second qualified pilot along with my family of 5 aboard. We both have 5 in our family, leaving seat #6 open. So the extra payload and extra seat comes in handy sometimes. For some simple math, we fly about 400 hours a year, that means the plane is only flying 4.6% of the time ;-)

Username Protected · **Posted:** 18 Mar 2019, 09:05

Username Protected wrote:

Can you explain the economics behind the plane swap?

Thanks

Vincent

There is a pilot code to never speak of such things :peace:

To be honest, the trade in values of the late model GX000 P46's is not bad, for a NDH well maintained bird. 5 Year warranty spinner to tail, and 7 year on the engine (the early copies actually have 7 year spinner to tail warranty from Piper) as a peace offering from some of the early SB's and one AD. So buying a used one is a pretty good, no risk deal.

Another new M600