Pretty much.Almost as bad as a PA-32, right? 8)
Pretty much.Almost as bad as a PA-32, right? 8)
The PA34 flies pretty much just like the PA32. It's not at all sporty, but it's not bad. It's got a big-plane feel to it, and is a solid traveling machine.Seneca might fit the mission but gosh do I hate the way they fly, like a junk dump truck.
In #141 I described it as flying like a bathtub, but I really like the lyric poeticism of your simile.… like a junk dump truck.
You’re batting two for five.The PA34 flies pretty much just like the PA32. It's not at all sporty, but it's not bad. It's got a big-plane feel to it, and is a solid traveling machine.
Not at all sporty has to be one of them.You’re batting two for five.
Yowza - keep us all updated on how things progress!Nope. But offer is in on the Seneca (with conditions).
What are they wanting from you? How many hours in type? Recurrent training?The next hurdle is insurance. Finally heard back from the broker and I need an MEI with 50 hours of Seneca time.
That's not too bad of a requirement for the MEI. We have a pair of weather modification Senecas parked on the ramp right now. Their season just ended and I bet at least one of their pilots is an MEI with 50+ hours of Seneca time and a McDonalds uniform that got too baggy over the summer to go back there this fall.The next hurdle is insurance. Finally heard back from the broker and I need an MEI with 50 hours of Seneca time. Not sure I can find that around here. Will have to pay @bbchien to come back down to Peoria.
Before acting as PIC, they want 25 hours with an MEI, including 5 hours instrument training. They want 25 landings to a full stop. Before carrying passengers I have to be "checked out" by an MEI with the plane at 90% or more gross weight. The MEI must have 1500 total time with 500 multi and 50 in type. My local MEI only has 5 in type. But he has 700 multi and 4850 total time.What are they wanting from you? How many hours in type? Recurrent training?
Everyone, all the time: It's impossible to get insured as a new multi pilot!Before acting as PIC, they want 25 hours with an MEI, including 5 hours instrument training. They want 25 landings to a full stop. Before carrying passengers I have to be "checked out" by an MEI with the plane at 90% or more gross weight. The MEI must have 1500 total time with 500 multi and 50 in type. My local MEI only has 5. But he has 700 multi and 4850 total time.
So I haven't mentioned this here yet, but I don't even have my AMEL yet. I got 7 hours into it and didn't take the ride yet. So finishing it in this Seneca would ideally require a local MEI. There is one and he doesn't fit the bill.Everyone, all the time: It's impossible to get insured as a new multi pilot!
Actual insurance companies: It's a fairly common plane, it only has 6 seats, and it's not pressurized. Here's something totally reasonable and achievable. Why didn't you ask earlier?
I don't remember what my insurance needed for the 310, but my zero-to-hero AMEL rating was sufficient at 22 hours, 34 landings, 5 hours instrument, and 6 approaches prior to the check ride, more or less over the course of 5 consecutive days.
I like the 90%-max-gross checkout concept. In the sample Seneca loading sheet I saved from when I was shopping for a plane a few years ago (and have no memory if it's an X-Plane Seneca, one that I've seen on the ground, or just one that was listed for sale online), you need to land with 1,001 lbs of fuel, people, and stuff in the plane. The MZFW might be a factor in that plane but if you can land with 83 gallons left in the tanks (40 gallons burned during the lesson) then you only need 493 lbs of people and stuff on board. Maybe the plane comes with some old boxes of checks they never got delivered that you can use as ballast.
I didn't say I can't get insurance. I will have to find a non-local MEI. All it takes is money.You put an offer on a plane that you can’t fly and can’t get insurance for?
That puts you in the hall of fame.You’re batting two for five.
Go big or go home! Hey - keep posting up about this journey.I didn't say I can't get insurance. I will have to find a non-local MEI. All it takes is money.
And yes I bought a plane I can't fly. I've done it before. I bought my Archer before I finished my PPL.
I didn't say I can't get insurance. I will have to find a non-local MEI. All it takes is money.
And yes I bought a plane I can't fly. I've done it before. I bought my Archer before I finished my PPL.
I'm unfortunately entering the busiest travel season of my year. My timing is impeccable as always!If the offer is accepted, take two weeks off, meet plane, CFI, DPE and knock it all out.
I will have insurance day one. I can fly it all I want as long as a qualified MEI is along for the ride.If you you take ownership of the plane, what insurance can you get to ferry it back to your hangar to wait while you get qualified to fly it?
While it sits in your hangar you could use the time for your mechanic to go over it thoroughly and take care of the squakws.
If you you take ownership of the plane, what insurance can you get to ferry it back to your hangar to wait while you get qualified to fly it?…...
Uhhh.... You have a supplier connection with the Mafia?If you need bodies to fill the seats for the 90% part, let me know.
Now the main sticking point is the FIKI?Insurance relented and is allowing my local MEI to instruct.
I have proved to them that the FIKI conforms and they have had an A&P bless it.Now the main sticking point is the FIKI?
Sales contract is signed. We should close next Friday.So….. how is the negotiation coming along?
Sales contract is signed. We should close next Friday.
Picture ?Sales contract is signed. We should close next Friday.
Sales contract is signed. We should close next Friday.
It got posted on Monday I think? The Facebook group salivates over PA32s and I already have two guys fighting over it.When’s the single going on the market?
I don't want to jinx it yet. I'll post it when we have closed.Picture ?
It is always funny when you get into turbo or not discussions.Good advice. I have an Ovation3 with no factory O2. I often fly 13-18k and have a very useful portable Aerox M bottle. When I don't need it, I can save the weight of the factory O2. I live in Vegas and fly X-C alot. I haven't yet said "I wish I had a turbo". The O3 does great hot and high for TO and performs really well up to about 16k-17k. Above that it definitely feels the altitude. I have TKS inadvertent which I have had to use on occasion. As I mentioned in an earlier post, I have an old service injury on my left side that makes the Cirrus side stick very uncomfortable after a while. Cirrus are solid planes.
So... Why are you pro-turbo? What is your mission, especially in terms of leg length and number of pax?It is always funny when you get into turbo or not discussions.
Those without a turbo say you don't need one. People with a turbo mostly say they would not own a non-turbo aircraft.
I am in the pro-turbo side. And yes, I have one now.
My one goal this year was to not buy an Aerostar. Got that one down good too!So the thread was a success. You got talked out of a Cirrus. Congrats!