Hi Chip,

Really interested in your reasons for this preference.

Andrew

I'm somewhat surprised about their BEW. I am wondering what they have that could be so different on their bird than mine? I own S/N #84, and while I don't have the MTOW increase (mine is 10,471, its a paperwork only upgrade to get to 10,582), my BEW is 7051. I have the cabinet on mine when you walk up the air stair and I have a rigid lav door in the back. I haven't talked to a lot of other owners yet to determine what could be so different in weight.

When I ask the line guys to top me off and not baby it. I end up with around 2750 lbs on board giving me just under 700 lbs payload.

I have a somewhat frequent winter trip from Iowa to Ft. Myer's, FL, which is about 1040nm. Last few flights going down I would be getting around a 40-50kt tailwind and would burn about 1900lbs fuel with the arrival procedure. Going back, against that same wind, I was able to make it and burned 2150, leaving me about 650 on board (VFR @ destination). As I am getting more comfortable with the plane, I would not have a problem going into the 500lb range for fuel reserve at my home airport in VFR conditions.

I will ask to see what options they have that makes this bird 400 lbs heavier than yours. For one, their pilots need to go on a diet...

Regarding fuel, I'm a chicken (and also fly in an environment with less airport options). I don't think I have ever landed with less than 800 lbs - 500 lbs seems brave. I have arrived twice at a VFR airport to find the runway closed due to disabled aircraft (flat tire once, gear up a second time). Flying to the closest airport consumed 300 lbs - which would have meant 200 lbs in the tanks under your scenario. I don't like it when my hands start to sweat.

Being ~400 lbs apart, I smell BOW/BEW confusion.

Maybe they include 2 pilots in their "empty" weight?

Mike C.

Being ~400 lbs apart, I smell BOW/BEW confusion.

Maybe they include 2 pilots in their "empty" weight?

Mike C.

So the story on the P100 in my hangar is that it's a 100E which has speed brakes (your's from the serial number I believe does not), and an "updated" nicer and heavier interior. They also have several entertainment/wifi options. The number they gave me is Basic Empty Weight - not Operating Weight which for a SP jet would include a 200 lb pilot.

Ouch.

I have only known the 100 without speed brakes and while I could see how you would use it to dive. I've been happy managing without it and don't find myself restricted without them.

Correction - their pilot just called and the weight (7485) I was provided does include 1 pilot (200 lbs), so their BEW is 7285. It's still pretty restrictive but not as bad as I thought.

Well, for an "amateur pilot", you nailed it.

G3000 makes G1000 look like A/N Range. (much to my surprise/delight)

Also, don't confuse the M2 with your grandpappy's CJ1. Solid 400kt airplane, ~25 min to FL410.



(Actually, to be fair, I can't speak to the HA-420, EMB-505, whatever...maybe others similarly equipped, as I haven't flown those...)

I don't have much wet experience yet, but there are very few scenarios where you need 5000 ft to be by the book in the P100. To calculate book wet you take the unfactored dry rounded up, and look at the unfactored wet. That yields the book number.



For example sea level ISA at 7900 lbs yields 2363 ft dry and 3000 ft wet "actual landing distance" - 50 ft above runway threshold to complete stop.

The 4600 ft factored wet takes the actual x 1.92 to calculate "Required landing distance", as used by some operating regulations (Part 121 ops?)

Here are the P100 cruise numbers and FF. Looses speed at FL400/410 (the Eclipse is faster up there), but FL370/380 is the sweet spot.