Search results

Plenty of times in the Airbus when we go to an uncontrolled field, if its a visual approach and i need a right turn to final, thats what I do. I like to join the final approach course and wings level right at 1,000 feet. Gives me roughly a 3 mile final. Truth is, i don't really care about...

GDL88 has it

If MTV is too far you could do HGR which also has a restaurant. Not a whole lot in between the two. I would avoid CHO as stated above.

I would get a Cherokee 180 in your budget. Or even a 200hp Arrow

Perhaps you're right. Too many times I've flown and ATC has told me about heavy to extreme precipitation ahead and i'm on top of everything. All I know is i went through the exact same weather system as this PA46 and i was on top of everything by FL250.

The radar you see shows what's hitting the ground. When you're in the flight levels you're often times above most of it. At FL250 i was above everything and didn't need to deviate. It was pretty much smooth, just heavy rain below. Aircraft type I was in was A319

I flew 4 legs through that exact area and reported an ELT on guard to center around the time of the crash. At 17k I was between layers. At 22k I was on top of most of it. At 25k I was definitely on top. I went through a few areas of moderate to severe precipitation and it was mostly smooth...

Less competition, higher costs coming.

I fly to a lot of uncontrolled fields with the challenger. Often times we select a runway that is most convenient, sometimes 30 minutes out, even if its a downwind landing. And once I switch to CTAF, if there's someone using the other runway, I just let them know which way we're landing at thats...

Just broke in the engine on my arrow 3. I flew it wide open throttle and only used RPM to change power. Full mixture. Stayed below 4,000 feet

Nothing wrong with 978 UAT. You don't need 1090

I've seen commercial airliners fly through P-56 for windshear warning. Its not like the SS know its because of windshear until afterwards. A lot more common than you think. Someone went through P-56 and the captain said he was avoiding an eagle. Its a crime to kill an eagle you know. No punishment

Mission: 900nm ish 4 people, 1 dog Budget isn't really a hard number. But under $400k if possible Preferably no turbocharged, no pressurization. Twin for over-water flying to the exumas and flying to Colorado First aircraft we test flew was a Seneca and the cabin of the baron afterwards was...

Malibu is perfect, but the second engine is needed for the over water flights and night IMC over the mountains. He's thinking Baron 58 mainly because it fits everything besides the cabin width. Its a tight squeeze. Seneca cabin would be perfect but again it doesn't have the fuel capacity and...

I wonder why piper kept the fuel capacity so low on the seneca. Why not bump up the fuel capacity and make it a 200 knot airplane? I'll talk to him about the shrike. Not a lot for sale at the moment. Looks quite spacious

They don't want turbocharging for maintenance and costs. And pressurization is the biggest reason not to go with the Cessna 340.

Helping a friend and his wife find a plane to meet their family's requirements and it has been a real struggle. Looking for a twin 1980's and newer. We've flown a Seneca III, 1986 Baron 58, and Cessna 310R. The perfect plane would be a Seneca cabin with IO-550's and 200 gallons with known ice...

In CLT they'll put you on a 30-40 mile final. Join in LNAV, switch to green needles once closer.

The jet I fly will slow to 250 before 10,000 however the auto throttles can be a little sluggish correcting and I’ve seen 265 indicated with a wind shift before. No big deal as long as it’s correcting

DA42 gets my vote. Yeah with a cirrus if you lose an engine you have the chute, but if you're flying over cold Lake Michigan or over mountains, i'd rather have the second engine to get to an airport