That I awesome love seeing these trips. What was your TAS and fuel burn at 360?

TAS was about 350 and cruise burn about 550 p/h.

Tony, I assume you pulled back for range?

Flew home yesterday from PA. Leg 1, 2 hours w 100knots on the nose. Leg 2, two hours w a slight tailwind. I don’t know why but tailwinds while flying west always make the plane ‘feel’ faster.

Anthony,

Yes, I could have pushed it up some and 350 was probably where we started when heavy as TAS did move up as we went. What I didn't want to do was have to make two stops. When we started from Fla. winds were 80 plus on the nose (not direct but ground speeds were around 300). On the second leg the winds were less but more directly on the nose and the ground speed came down some.

I find that once you get west of the Rockies winds decrease and ground speed picks up usually. So, early in the flight from mid continent west it looks worse than it turns out to be. But, you don't always know and when you get further west you can't always count on getting a favorable routing change (there will lalways be a routing change(s). And, once in Nevada controllers start unpredictably moving you lower, followed often by rerouting you to the south (the Oakland gate is usual but sometimes they want to take me much further south). All of that messes with fuel planning.

So, I find it's better, or at least less stressful, to start off by slowing a bit to conserve fuel. I've landed at STS before with less fuel than I planned for and much prefer it when I land with more than I thought I would. My thought this trip was we'd be at 500 pounds so landing at about 550-600 is worth a few minutes more flying time (to me anyway) as the stress of sitting on the fence for a couple of hours wears creates more fatigue than a higher cabin would.

More Piaggio porn from today…

Keep it coming, I'm loving it.

Makes sense. Such a shame these planes all didn’t come with the extra fuel tanks!

Nice Jon. Tell us about the AoA indicator. I don’t think I’ve seen that on a Piaggio before. Do you get a stall warning on landing - and what is the AoA showing if you do?

You can have Mach displayed on the G600. Helpful in trying to avoid another tick mark on the G600 exceedances log in descent.

I display SAT on pilots PFD for ice reference…ISA on copilot PFD for performance reference. Just a preference that works for me…

Does the AoA give a particular reading when you are at best range speed (disregarding winds aloft), or does it vary?

Is best glide speed 0.6 AoA?

Also, what is the AoA indication at Vx and Vy?

Honestly, I just picked up the airplane so this was my first flight in it. I have many new things to figure out, and so I have barely even looked at the AoA… Ian asked about best range, Vx, and same answer - I have no idea yet. I will try to learn about it as I figure out the plane

And yes, on my list is to update the G600 (it’s at an old software revision), get Mach displayed, and figure out exactly how I want to set it all up. Thanks for the thought on ISA vs SAT.

And I noticed the exceedances log thing! That doesn’t exist on the older G600 I have in the Mits.

Have a blast Jon! I’m still in lust with mine.

Even after 500 hours in the MU-2 I felt overwhelmed in the Piaggio the first few flights. That passed pretty quickly.

Likely bc you were going so much faster

A shame might be a bit strong...I do agree.

I have had two trips in last month where 60 more gallons would have saved a fuel stop.
One in 130 knot headwind going to Austin and the second in only 50 knot tailwind coming home from Vegas.

Of course if Avanti were louder or smaller and cramped for passengers or did not have such a large useful LAV or did not laugh at most turbulence or was not able to climb over most weather we would not be lusting after more than 4.2 hours in cruise.

CAN'T WAIT TO GET A JET

Good point Brad. These planes all have trade offs and IMHO the Avanti comes as close to perfection as you can get!

I have a noise regulation question for anyone who knows.

Can someone connect the paperwork trail showing that the P180 is compliant with “Stage 3” noise levels? Specifically “Stage 3” as a defined term.

I have found in the TCDS the following verbiage as being complied with:
14 CFR Part 36, Appendix G, effective February 7,2004, including Amendments 36-25 for A/C’s with SB 80-0215.

The Piaggio is not specifically listed in the FAA noise level list AC 36-1H.

I *think* the part 36 verbiage and date means it is defined as stage 3. But I would love to close the documentation loop.

Any help pointing to relevant documents appreciated.