28 Mar 2024, 11:37 [ UTC - 5; DST ]
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Post subject: Re: Piper PIREP - M600 Posted: 02 May 2020, 13:15 |
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Joined: 11/25/16 Posts: 1819 Post Likes: +1382 Location: 2IS
Aircraft: C501
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Username Protected wrote: Careful Chuck. That's almost right where I was in the clouds when I got hit. Swinging radar down and left to right. Nothing. Then well a bump and lets say a lot of downtime and a big bill for me and insurance. What happened?
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Post subject: Re: Piper PIREP - M600 Posted: 02 May 2020, 16:40 |
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Joined: 05/30/17 Posts: 198 Post Likes: +159
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The cabin altitude is in the picture posted above, center screen in yellow (because you get a caution CAS message when the cabin altitude exceeds 10,000') - about 10,500.
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Post subject: Re: Piper PIREP - M600 Posted: 02 May 2020, 17:04 |
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Joined: 01/28/13 Posts: 6037 Post Likes: +3998 Location: Indiana
Aircraft: C195, D17S, M20TN
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Username Protected wrote: Careful Chuck. That's almost right where I was in the clouds when I got hit. Swinging radar down and left to right. Nothing. Then well a bump and lets say a lot of downtime and a big bill for me and insurance. What happened?
Very little happened at the time. Did not know I’d been hit. In the tops smooth almost VFR in the pan handle area. All of the sudden hit turbulence, still light clouds, with sun penetrating from above. Knocked A/P off had to work hard to hold altitude and heading. Within a couple of minutes I was clear of all clouds below above and to the sides. Shared my issue with ATC when I was able.
I’ll leave out some but ended up finding I’d been hit by lighting, had to have that repaired and the engine removed for P&W’s required inspection. Inspection and SB upgrades and HSI were the result. This cost was close to an OH. This lead to finding out what my choices were and the cost of making it an OH if that option was chosen.
I’ll leave comments there about the engine. Repaired lighting damage on the airplane and radio antennae and some other components that were damaged due to the strike. Prop also needed some work. Did not see the lighting that hit my prop area. Was on the gauges in IMC with AP in cruise when it hit. Did not know I’d been hit Since others have told me that most pilots have no idea when they are hit by lighting. Pax and or co-pilot might notice the light show. Later inspection of prop, and aircraft revealed where it had been and then had left the airframe.
Icing and lighting. Stay clear of both to the best of your ability be it a jet or TP. Not fun and truly expensive.
_________________ Chuck KEVV
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Post subject: Re: Piper PIREP - M600 Posted: 02 May 2020, 17:21 |
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Joined: 03/09/13 Posts: 910 Post Likes: +449 Location: Byron Bay,NSW Australia
Aircraft: CE525,PA31
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Username Protected wrote: What was cabin altitude at FL300? In the photo it shows 10670 on the G3000 Andrew
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Post subject: Re: Piper PIREP - M600 Posted: 02 May 2020, 18:21 |
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Joined: 08/13/14 Posts: 537 Post Likes: +257
Aircraft: Cessna T206H
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Chuck I’m sure glad you’re here to tell the story.
Sorry about your checkbook though.
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Post subject: Re: Piper PIREP - M600 Posted: 11 Sep 2023, 19:51 |
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Joined: 08/16/15 Posts: 2867 Post Likes: +3575 Location: Ogden UT
Aircraft: Piper M600
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Just a follow up on this thread. Just flew back from Chicago to Ogden Utah, second time this month. 1100 nm with about 40 knots on the nose, and landed with almost 2 hours reserve fuel. Long trip with the headwind, but this plane keeps amazing me with its cost, capability and efficiency. We crossed over 2000 hours in our 2 M600's, and it still puts a smile on my face every single time I fly it. Probably no surprise, I smile flying most anything Only updates, the plane has been automatic. No AOG's related to the airframe. Had a tug hit our 5-blade prop once, that put us down for several weeks. Have done some upgrades. The GWX8000 is a game changer, really is the best light aircraft radar out there with its 3-D volumetric scanning with doppler turbulence detection, and terrain suppression. Looks very similar to a NexRad feed but real time. New nose gear available to allow grass/dirt/gravel, if so inclined. Also more stable on pavement, so probably a good investment. Adding Diversity transponders, to deal with the Canucks and Europeans. System 7 is adding all the connectivity like database updates, airplane maintenance tracking, 3-D safe-taxi, system status updates, like battery charge, fuel on board, etc, checking on your plane while it is out of your sight, and a whole host of tech. Autoland, autothrottles, on the newer birds. But what gets me, is that at around 400 hours a year usage, it has been a kick the tires light the fires kind of airplane. I do more than that, but it sure has been reliable. My flight yesterday from Chicago dialing in an intermediate cruise power had some impressive destinations. Any where in Florida, Bahamas, Turks and Caicos, Mexico, Cozumel, Puerto Vallarta, even Cabo San Lucas. Belize, San Diego, LA, Santa Barbara, Seattle, Canada Goose Bay, Quebec, BC. Being able to go non-stop makes bucket list trips easy and fun to do. But we ran at normal cruise on our trip, with almost as many options. You don't buy a turbine to go slow. But non-stop makes flying a lot easier to plan, handle weather, handle fuel, handle customs, and markedly reduce overall trip fatigue, as the highest workload occurs during ground handling, take off and descent. especially lightly loaded. Put 6 people in there, and not going more than 3 hours for a variety of reasons. This range has encouraged me and allowed me to do trips I would never consider in any of my previous aircraft. We are about to come off of Piper Ultimate which is included in the purchase price. Covers all maintenance minus a short list of expendables like brakes, tires, prop brushes, and such. Also covers all SB's, AD's, annuals, parts, labor, but we are about to fly through the 5 yr, 1500 hours limit, so going bare soon. Will see how that goes. She has taken us to the 4 corners of the US many times, Canada, Alaska, Mexico, Greenland, Iceland, the bahamas. About 350,000 nm on the chassis, and completely replaced the airlines for me. Incredible memories without a quantifiable price tag. Not sure if we change planes, what we would get next. Maybe our 3rd M600, but this one has been so dialed in, thinking about keeping her for now. Attachment: 1 (1).jpeg Attachment: 1 (2).jpeg Attachment: 1 (3).jpeg
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_________________ Chuck Ivester Piper M600 Ogden UT
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Post subject: Re: Piper PIREP - M600 Posted: 11 Sep 2023, 19:59 |
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Joined: 03/03/11 Posts: 1845 Post Likes: +1819
Aircraft: Piaggio Avanti
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Do you have to give the blonde back when Piper Ultimate expires Great pirep. Incredible machine. Piper doesn’t get enough credit. Still think they should change the intake and make it faster. If that thing went 300….
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Post subject: Re: Piper PIREP - M600 Posted: 11 Sep 2023, 20:03 |
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Joined: 08/16/15 Posts: 2867 Post Likes: +3575 Location: Ogden UT
Aircraft: Piper M600
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Yeah.. Unfortunately she came with the plane. She is an amazing FO. She actually hand flew the departure out of Chicago, even through a little IMC as a student pilot. Although with Synthetic vision, that big 12 inch screen always looks VMC She is a keeper. Attachment: 1 (4).jpeg
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_________________ Chuck Ivester Piper M600 Ogden UT
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Post subject: Re: Piper PIREP - M600 Posted: 12 Sep 2023, 12:41 |
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Joined: 08/16/15 Posts: 2867 Post Likes: +3575 Location: Ogden UT
Aircraft: Piper M600
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9000 feet. We call that below ground level in a lot of the west. My house in Colorado was 9460 elevation. From my back porch. Attachment: Colorodo2 011.jpeg
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_________________ Chuck Ivester Piper M600 Ogden UT
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Post subject: Re: Piper PIREP - M600 Posted: 12 Sep 2023, 14:55 |
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Joined: 01/30/09 Posts: 3343 Post Likes: +1948 Location: $ilicon Vall€y
Aircraft: Columbia 400
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Username Protected wrote: the M600 is impressive for sure.
But I do not want to sit in a PA46 cockpit for 6 hours at 9000ft cabin. LOL that sounds like hell.
Mike Yeah, if I even make it that far. Getting in and out of the cockpit of the PA46 has just never been appealing for me. Maybe better in the M600, I don't know.
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