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Looking at purchasing a PA34 Seneca II that does not have boots. Does anyone know how difficult it would be to add boots, or has anyone added boots to a plane that hasn't been plumbed? Thanks.

I am looking to purchase a twin, and I am curious if there are any Seneca II/III and B55 Baron owners on here that can share what their average hourly cost is to operate? Including insurance, hangar, maintenance, etc. I fly around 100 hours a year. I hear the Barons are closer to $500/hr?

Personally, I’d say do a GoFundMe and offer them at $399 for those willing to invest in you. Then undercut your competitors. Then once you own the market, increase your price so you have higher profit margins

There is a Mooney which used to be a frequent visitor at DAA. He would fly XSA-DAA for a meeting on Belvoir and fly back. So it’s doable but you also need to get the FRZ thing set up too if you haven’t already

In the airline world i have to be on runway final approach course and stabilized by 1,000'agl. I strive for 5 mile final. In the GA world, i'll turn on a half mile final if that!

I second the comment above about going experimental. But I would go with the Columbia with the avidyne screens if you wanted to stay with certified and get a lower acquisition cost

I mean you want a plane that’s been run regularly

25/2500 is a myth. Unless it’s a specific limitation, I leave my throttle wide open until I’m ready to land I broke in an IO-360 and IO-550. Run it hard!

Currently, 3 regional wholly owneds of the same parent company are forcing upgrades. I know at one of them, the well has run dry and they can't even force any more upgrades because they've run out of FO's with 1,000 hours. Many FO's there are flying fast, using their sick bank, doing everything...

How about an Aero Commander? I agree with everyone above about the Cessna 310. Especially if you get the C310R. I love the cabin of the PA34 with that rear door. If only piper made the PA34 with 2 300hp normally aspirated engines and a useful load of 2,000 lbs

Engine doesn’t know it’s over water, or unforgiving mountains, or a major city. Don’t let that deter you from going direct. I would take V225 to Key West. And I’d rather have to ditch in the open ocean than the swamps of the Everglades. I don’t like gators...

For me it depends on winds aloft, icing, and bumps. If its a clear day with no wind, my normally aspirated arrow is happy at 9,000-11,000' MSL

Get a SR22T, Columbia 400, or A36TN and suck on oxygen instead

I’ll admit I’ve never heard of this and I have learned a lot from the POA community. This is not the standard practice I’ve witnessed and this is the first I’ve heard of an airline pilot being violated for right turns going to an unctrolled airport. So thank you for educating me

I can tell you recently, I flew the RON flight to an outstation in the bus. Tower was closed, night time, lots of convective activity where the left downwind would be. We were cleared direct to the FAF (basically a right base) and cleared for the visual which was a straight in. So let me ask all...

The original poster said To all of you who think it's ok to use whatever pattern you want, it is ILLEGAL. "Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to...

Paid by the minute, fine with me.

Follow the ops specs, and you won’t get in trouble. What I’m referring to is what the user above posted saying I need to make a left turn and integrate into the pattern. Nope. If im cleared for an approach, and it happens to be a right turn to final, so be it. Remember a visual is considered an...

You’re incorrect. Ops specs always overrules everything. It’s the reason we and other carriers are allowed to take off below standard takeoff minimums, fly through P-56 during windshear, etc. Ops specs is what we fly by I’m sorry but if I’m flying the A321 into an uncontrolled field because the...

That's interesting. We have to abide by our Ops Specs, and we are required to be on a straight in by 1,000 feet agl, unless its a charted visual such as the river visual, expressway visual, etc.