Flew from Telluride to Denver too, not frigging hotels avail..........may have to camp in the airplane......

Had a pretty good tail wind after they stopped throwing watermelons at me.

That's all good data but to be accurate..... the PC12 cruises at 270+ TAS. My chart I posted shows my "average TAS" over the whole 6 hours flight. What was you "average TAS"? Average TAS includes the speed in climb and descent.

What's the resell on the Evolution, these seem to sit on the market a long time; similar to the Epics and IV-P turbines.[/quote]

all evolutions are factory assembled that means all of them are done under factory supervision at redmond, with metal jigs and excellent finish with the builder assist doing most of the menial work like sanding and prepping, unlike the IV-Ps which are unknown quality since workmanship is impossible to trace and confirm. I would not hesitate to purchase any evolution as long as it has no accidents and the engine is good, the frame will last forever, If you look at them they all have straight wings perfect alignment all due to the technician working with you while the airplane is assembled, the only difference is in the interior finish which in my mind is not a safety issue but a matter of how many bucks the owner builder wants to spend

That's all good data but to be accurate..... the PC12 cruises at 270+ TAS. My chart I posted shows my "average TAS" over the whole 6 hours flight. What was you "average TAS"? Average TAS includes the speed in climb and descent.

Trip to and from Denver

To Denver, in head up mode just to irk Jason



From Denver this morning. Phenomenally beautiful morning.



Man o man, what flying is all about

Severe Clear

Did someone mention a 441?

Carlos

Cruising at 300 knots, how far into the flight would you make a fuel stop?

Cruising at 300 knots, how far into the flight would you make a fuel stop?

Cruising at 300 knots, how far into the flight would you make a fuel stop?[/quote]
How about somewhere in the middle third wherever the fuel is the cheapest?

BUT,

There's only 33 minutes difference in going 1500 nm at 300 versus 270 (4:56 versus 5:29 with no wind), so I doubt one could really descend, approach, land, re-fuel, start, taxi, take-off, and climb back to cruise in just 33 minutes.[/quote]

It's really expensive to descend, land, refuel and ascend back to the flight levels. That's the point. Avoiding this!

That's the point I'm trying to make. 30 minutes isn't enough.

And...... I don't want to land unless I'm at my destination.

I didn't really get this until I got the MU2. In the Baron, decending and landing was no big deal. In the MU2, it's a beating.

You can come pretty close to a 30 min stop, but I find that I usually enjoy taking to the folks on the ground, and exploring the FBO, occasionally finding a small air museum or other interesting airport stuff. There are often some interesting things going on at the airport. Like this FBO owners back room at some undisclosed SW location Sorry couldn't show everything in the picture.

We're not talking "30 minute stop".

We're talking "30 minute descent, land, stop, refuel, start up, takeoff and climb back to altitude"... In my case it was FL280 which takes about 20 minutes to climb to IF you get direct climb.

If you notify the FBO you want a quick turn, reasonably doable.

And the 30 mins is the differential, not the entire time spent in descent, climb, etc. so you may gain a little in the descent for a few miles, etc. but descent and climb are not the same as standing still.

All that said... A 30 minute total delay for a stop is pretty aggressive.

Finally - with turbines there is an actual cost due to cycles. Turbine overhauls are at least partly based on cycles, so any time you land/shutdown/start actually has a cost. Mike Ciholas estimated his cost of a stop for fuel to be on the order of $500 (over and above the fuel). Staying aloft in an airplane capable of it is a better option. But it is ALWAYS cheaper not to run out of fuel.