Tony,

This was my favorite part of your post. Hope he liked it! Go Duke!

-Neal

Congratulations on the new bird. I bought a C2 this summer. These are my flights for my first two months. I am so glad I made the leap. Now xcountry means xcountry.



What surprised me was that insurance for a given hull value was 30% less than my Mirage and I had no turbine experience.

I recently authorized RVSM on my C2 thru my FSDO. If you want a copy of my documentation or would like to go over the process (which is way more complicated than I knew about) PM me.

Paul,

Thanks for the RVSM offer. I'm trying to discover what the costs will be to add back the digital altimeter (which was removed in the G600 installation unfortunately) in order to make my plane RVSM eligible. I'll balance that against the value which I see as primarily extending range. I may be missing the point on that and would value your opinion. To go above 27-28 thousand feet does save a small amount of fuel cost (though I'd have to fly nearly 700 hours above those altitudes just to return the upgrade costs from fuel savings) but then you go slower.

You've been making a lot of longer trips in your plane it seems. What is your average leg length now? What does RVSM do for you that makes it worth having?

Tony,

Keep in mind I am a relative newby as well and RVSM capability was already included w my plane. You are correct that 270 seems to be where the plane likes to fly the most except when you really need to stretch the fuel stops, which I do. My average leg length has been 800 to 1000 miles. Trips from 200 to 1800 miles.

Advantages:

Potential increased range because of fuel burn (especially when really cold).
Access to potentially higher tailwinds.
Ability to fly over weather. (note if ATC allows you can fly negative RVSM over weather if operationally required)
Potential benefit of getting direct more often.

Disadvantages:

You need to take the course, about $200.
You need to make your plane compliant, including additional primary altimeter and Air Data Computer. This may mean unlocking your G600. ( I have an unlock card, it may work in yours but I'm not sure ) ($50,000 or more?)
You need to build a MEL from your MMEL Ops and Maintenance book.
You Need to build a RVSM Ops book. (both can be done for you for about $3500. I did it myself from previous owner's book)
You need to meet with the FSDO to go over your documents and understand them.
You need to fly over a testing facility in the 6 months following approval. I think Kansas City and Phoenix are the only USA ones operational after Nov 15.
RVSM authorization is not transferable to next owner without taking the course and presenting new ops manuals to FSDO for approval.

Now that I have articulated it this may have the same value as the winglets for you unless your mission changes. Cool to have but not economical unless Garmin makes the copilot unit a second primary.

Either way, what a joy to be able to fly a TBM.

Paul,

I think the winglets STC is dead.

My G600's are unlocked so that's not an issue. Just the altimeter I believe. I've asked for a quote on getting it done and will decide then. I'm leaning to no.

Your trips are what this plane is made for! When we flew to the east coast last weekend my wife was stunned when we landed after 2.5 hours and found herself in Ohio. She'd been working in the back most of that time and had been on a conference call on the sat phone for a good chunk of it. I found 1300 NM not a big deal. 1400 against a 50 knot head wind got tedious but beats the heck out of the airlines. By the way, one of our stops coming home last week was KRDU. I really liked that airport and getting in and out was very quick for a large airport. Two of my employees flew, with our contract pilot, to New Orleans last week for a lunch meeting. Under 4 hours door to door. They were amazed. So, far I'm really impressed with its capability. It's a game changer!

Yes Tony,
The winglets mod is dead for now. Daher only had 4-5 deposits and I was one of them. They needed 20 deposits to make it a go.

Like Paul as says RVSM will give you longer range on less fuel and better altitudes options for weather avoidance.

I use KRDU also on my last trip to FL for clearing customs. Signature take CAA card and waives all fees so fuel is the best deal around.

I really like the RDU airport culture but I would not use it as a stopping point for fuel unless business required it. HRJ a few miles south is 2.99 undiscounted to RDUs 5.92 for JetA.

I can tell you that Signature is cheaper than $2.99 with the CAA card and they waive all fees.
Pretty good price for an airport with customs.

Wow!, Thank you for that info. I guess I'm getting a CAA card. P

Marc, I signed up for a trial membership with CAA. You are correct on the pricing. Thank you for the lead. P

I just returned from a trip to South Dakota this afternoon wrapping up about 50 hours of flying the TBM since purchasing it at the end of September. I've made a number of cross country trips with leg lengths ranging from 330 to over 800 miles with the longest trip now not quite 3,000 miles. Additionally, we've used the plane to transport employees on trips as long as 1,600 NM in a day round trip for meetings. We'll probably have close to 100 hours on it by the end of the year which just reflects the added utility.

Not only is the TBM proving to be very versatile but it's really fast. Of course it flies fast and cruise speeds have been averaging around 310 KTAS and from about 308 to 315 depending on altitude and temps but trip times are a new experience. The trip to Mitchell, SD this weekend was a good example. It's a 495 NM trip which used to take up to 5 hours in the Cirrus or Bonanza depending on winds and whether a fuel stop was needed to accommodate fuel load. Today's trip was 1:50 and the outbound was 1:45 so even though the plane isn't twice as fast the trips are. And some trips like to KNEW make same day out and back easy where an overnight would be more practical before.

I don't know how flying speed really equates to jet speed but some of the guys on our trip this weekend came up on an 11-12 pax Net Jet and were only 10 minutes faster. I can live without the 70 year old flight attendant and toilet for the money difference.

One of the side benefits of the speed is there is less time to be bored. The cruise segments are shorter so there is less droning along. I like the faster descents that are possible as well with less time spent bouncing around down low. On days like the ones I flew on this trip that is a real nice feature.

Something that I expected, but that is still a PITA, is luggage loading with four people on board. With four hunters, gear and guns for this trip the cabin and luggage compartment was full. I would like to have taken another hunter along but there just isn't room. I've done this trip with 4 before in an A36 and the TBM just has a bit more room. But it's crowded regardless.

Tony: I was only truing about 330 to 340 in the Citation II most of the time. I could go a bit faster if lower, but it burned more fuel. In he mid 30, about 340 seemed pretty normal. Of course, one has more altitude options, but it's not a lot faster. Our II has nine seats one of which is a potty. You're pretty close there Partner.

Tony,

I almost always have one seat removed in the middle and if I need more room both middle seats. You can buy the ring attach points for the seat track and tie golf clubs, Gun cases, extra bags etc. I took an injured vet and his family one day from KY to MT. Fun day. He weighed less than his two hunting gun cases. My point is if you're carrying 4 people there's lots of room in our cabin and a way to carefully secure luggage.

My guess is that you are already doing this.

Truly mean though telling you're BT Bros/sisters how much time your saving in your TBM...

PS wow nice speeds!

tony. I have a pretty good picture of how you feel. I put 17K miles on my 700C2 the first 3 months I owned it and I would rather not give it up. Smooth fast operation. Love it. P