Yes there is a range penalty. Not as bad as one would think though. As Mike pointed out with full tanks I’m not going to 400-410 until I burn some fuel. So the first part of the flight from fl280 vs fl340 isn’t that big of a deal.
Example for today using foreflight performance plus profile.
ANE to MIA direct
fl270 4:08 #3900 (23kts tailwind)
fl410 4:14 #3400 (8kts tailwind)
Tanks hold #4510.
I could stretch range for both by really slowing down.
Install to go RVSM will run probably around 12k. So totally worth it. Besides why have a jet limited to turboprop altitudes.
To really stretch the range you need to be sure of your planning, fly slow, and be comfortable landing at min reserves of #700 or VFR about #500.
But living in MN the range of 1400NM gets me about anywhere nonstop in the US. Islands or Mexico would obviously take a stop.

And you, Mr. Klingon Jet, are part to blame!

I question that for non RVSM 501 with the Eagle fuel mod, particularly going west in winter.

Once you get fully operational, I would carefully expand your range envelope to make sure you aren't being too optimistic.

Winds will have a pretty big impact, too. The mythical still air range is something I almost never see.

Mike C.

I am pretty sure you only need RVSM if flying international now.

In 2019 the FAA issued Notice N8900.500 and Advisory Circular 91-85B – Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum (RVSM) Airspace, which provide clarification and guidance for RVSM operations of aircraft with qualified ADS-B Out equipment in lieu of an authorization. Operators no longer need an LOA, OpSpec or Mspec unless they are operating without ADS-B Out-equipment or they are operating outside of U.S. Airspace.

That doesn't mean you can just go flying up into RVSM airspace. It's been covered in great detail in other threads, but here are the cliff notes:

https://nbaa.org/aircraft-operations/co ... -approval/

Currently ASE measurement verification is only being performed for flights on Mondays, but it appears that they are using GMT time - so a late flight on Sunday will work for most operators.

But for now its a lot easier then hiring someone to write the RVSM and then get it approved at the FSDO. I think my RVSM process took about a month and a half.

I question that for non RVSM 501 with the Eagle fuel mod, particularly going west in winter.

Once you get fully operational, I would carefully expand your range envelope to make sure you aren't being too optimistic.

Winds will have a pretty big impact, too. The mythical still air range is something I almost never see.

Mike C.

Congrats! That's probably all the plane a person ever needs!
Tj

Nice going, Todd. Congratulations. Looking forward to your pireps.

Congratulations Todd! If Isaac or Ken lived closer I'd off my Duke, partner up with them... happy ever after

I have no anti-skid and no TRs. Super simple to operate (and maintain) and I have never skidded a tire. Granted I don't think I have gone into any runways <4,000' and only a few times when contaminated (though one of those was patchy snow at KAXX and she handled perfectly).

I verify that I have pressure on my toes on final and then I'll let her roll for a bit with the speedbrakes out before using the wheel brakes. At my home 'drome (5,102') I always take the last turnoff. Controllers know me now and always give me a "turn right at the end, contact ground."

My TRs have cost me $0 so far. We will see how that turns out long term, but the indication is that they pay for themselves in reduced tire and brake wear.

My brakes and tires are lasting forever. I'm looking at 2000 landings or more for my brakes. That's wild compared to what I hear for the CJ series.

The main benefit of TRs is not the power reverse time on the runway after landing, it is the cut down of idle thrust on the rest of the rollout. I'm glad I have them.


KAXX at 8900 ft should be no problem at all.

I have used a runway under 4000 ft only once but stopped in 1400 ft.

A no brake landing:

[youtube]https://youtu.be/3LlvSjGqPVY[/youtube]

A short field landing:

[youtube]https://youtu.be/FJP761KdTfs[/youtube]

Mike C.

Yeah, I was referring more to the power brakes than the TRs regarding the simpler to maintain comment. TRs seem to be pretty bulletproof and a nice option. But the rest of my airplane package was irresistible and the price was right. My brakes seem to be lasting well also but I have oversized brakes due to the GW STC while I rarely operate at those weights. I do wish I had TRs for long taxis though. A few months back I was at KIAH and I swear we taxied a couple of miles. My calves were actually sore the next morning. On arrival I will shut one engine down to taxi and that helps a ton but this was on departure. I wasn't sure if I would lose my avionics when starting the second one and I didn't want to hold up the conga line while I re-entered all my v-speeds, flight plan (though that's the fastest part w/ the FS510), initial altitude, etc.

You have all Garmin? They should stay alive during a start.

Yep! Dual G600 and Dual GTN750. That's great to hear. I really need to try this but I'm always headed somewhere and don't want a delay in case it does puke. My battery often drops to 12-14V during a start but now that you got me thinking about it, the Garmin's run in 12V piston aircraft so it should be fine......