BeechTalk - BT

Username Protected · **Posted:** 19 Jan 2017, 20:42

At what altitude does it do 274kts?

Username Protected · **Posted:** 19 Jan 2017, 21:34

Username Protected wrote:

Here is a real world flight, maiden voyage from Vero.

http://flightaware.com/live/flight/N600 ... /KBTR/KSLC

Seems it was originally filed to KPUB but decided to push on the KSLC. 5.5 hours.

Quote:

Plane had typical westbound headwind. The dealer landed with 1.5 hours of fuel. TAS was 260.

I'd question if this is "typical" headwinds as they were 20-30 knots most of the way. This time of year, that's awesome at FL280.

Mike C.

Username Protected · **Posted:** 19 Jan 2017, 21:38

Username Protected wrote:

With that said I assume getting insurance on any of the legacy jets will be prohibitive.

Don't be so sure. Jets have few accidents so insurance rates are often quite reasonable.

Talk with a knowledgeable broker. Your TBM time will be valued. Do NOT seek a quote, but simply ask what the broker thinks you can get insurance for, and what you can do to improve your insurance profile before seeking a quote.

For example, there are places you can get sim only type ratings. If you know what you want to fly, go ahead and get the type rating prior to seeking insurance or buying one. A pilot who has already passed type school counts for a lot.

Once you are ready, then get a quote. Once your file starts at an underwriter, it is hard to reduce the quote much after the fact.

Mike C.

Username Protected · **Posted:** 19 Jan 2017, 21:51

Thanks Mike. Interesting. I'll do that.

Username Protected · **Posted:** 19 Jan 2017, 22:04

Michael,
With those hours in the TBM I'm with Mike you'll be very insurable in a jet. I've asked and have 500++ more than you and seem to be an accceptable risk. No twin time.

Username Protected · **Posted:** 19 Jan 2017, 23:29

Michael get a TBM 850 or 900.

It climbs way better than your 700 especially in warm weather.
My TBM 850 will cruise all day at 312-316 TAS.
My flight from Florida back home is 1100 nm, I can do it nonstop at max cruise with headwinds under 40 kts. That is at FL270\280 as im not RVSM.

I could see 1300 nm at RVSM altitude if you power back around 290 Kts.

850 ibs payload with full fuel. Why would you want a VLJ with less range & payload.

Username Protected wrote:

I fly from KIKK to KAPF (Naples, Fl) quite often. It's about 960 miles. I have never had to stop for fuel in the TBM. It looks like a stretch for both the mustang and phenom 100. I have also flown from Boston (KBED) to KAPF nonstop several times that's close to 1100 miles. Jets look cool.......they are expensive and if I have to make a fuel stop I didn't gain anything.

Username Protected · **Posted:** 19 Jan 2017, 23:54

Marc,

My Legacy 850 is 308-10 in winter and more normally in ISA+ 296-302. I'm not convinced the TAS is corrected the same way in the G1000 and the Shadin. Takes -38 or more to get up over 310 for me. I may also not run her ITT as high as you do. :cheers:

I'd like to find your extra knots...

Username Protected · **Posted:** 19 Jan 2017, 23:58

Username Protected wrote:

At what altitude does it do 274kts?

I had to put the inertial separator on in the clouds today and slow to 274. Thought I would go crazy going that slow...

Username Protected · **Posted:** 20 Jan 2017, 00:05

Now that's a first world problem if I ever heard one!!

Username Protected · **Posted:** 20 Jan 2017, 00:25

Marc,
I saw a 900 a couple weeks ago. Great plane.........but beyond what I can do for acquisition costs. Looking at several 850's now. I rode/flew a Phenom 100. Big mistake. I also flew in a friends mustang. Still probably gravitating to the 850.

Username Protected · **Posted:** 20 Jan 2017, 00:25

Tony,
Jim is expressing throwing some severe sarcasm your way, if you care to catch it. :lol:

John L on another thread reminds me about going slow. Last fall I was climbing out of 180 and entered clouds. -2 I think. With inertial separator engaged I had slowed with ice forming prior to 23-240 below 150IAS. Hand flying. Leveled off called ATC and stayed there till I cleared the clouds.

Point is with IS engaged in the FL's there's a true loss of power. Better to know what's coming before we're in a box. Winter flying is here...