Shed Driver,
Its been a couple years since I flew J41s at ACA but Ill give your ?s a try:
Flying qualities: Flies pretty nice for a Jetstream. Much nicer/more stable/predictable than a 32. Controls are stiff esp in roll, pitch control pretty smooth and balanced. Yaw isnt too bad thx to counterrotating props. Does well in xwind. 35kt xwind limit very high (good). Gear is stiff and hard to get a roller unless rwy is wet. Loud as hell, 1500shp/side geared garrets. Cabin cramped and hot. Its fast for a tp though, mixes well with jets near the airport. Hardest thing--slowing down. Really have to plan descents as it is deceptively slick, esp with samauri shaped prop blades and high torque output even at flight idle. High final flap speed at 140kias. aircraft does not like to slow down and go down. 2nd generation EFIS panel nicer than say a Saab 340.
Needs APU. Aircond is not adequate to cool ac properly. Plane is predictable and overall fun for pilots to fly minus heat and noise.
Cnxld/delayed flts: Loading/w&b is an issue. Lots of bags can put cg out of limits. BOW have come up over the years resulting is less Useful load. If you carry alot of fuel ie you need an
alternate and destination not far away, you will have to bump pax or bags. At MTOW you have to burn 700lbs before you can land which doesnt help things (about 45 mins of flying).
Plane is very electrical and built in GB which is never a good combo (ask any MG or Jaguar owner). Most mx glitches are a result of electrical probs. Engines were very reliable, once started; computers controlling engine start and parameters sometimes acted up. Doesnt like cold snaps/season changes; it seemed all the glitches came out then. In general as the airplane has aged, ac have gotten harder to maintain. But not nearly as hard or as fast as the Dojets.
There is a grnd spoiler system that deploys auto on landing when armed. You take a big preformance hit if theyre deferred so I guess they work. Only for gnd use/no flight spoilers (also like dojet). Beta/reverse seemed much more effective.
The cockpit is cramped but Im a tall guy and never had to complain too much about it. Its cozy without being unbearable. Bags go betwn two pilots on floor under the js. The heat was what got you tired.
29 peps, 150-200mi, ISA+15 4900ft: Yes, the aircraft do that daily. If you dont have to carry enough fuel for a distant alternate, this flight is routine. A close alternate prob wouldnt be too bad/limiting on pax or bags and prob could still take the full load. Prob be landing wt limited or ZFW in this senario.
TAS 10,15,20k ISA +15: These are estimates based upon from what I remember IAS at those alts:
10k: 280TAS, 15K: 290TAS, 20k: 275TAS
Plane really liked 15-17k. Got on speed quickly there, ok fuel burn about 1000 lbs/hr total. Above 20k, its a diff ac. Got to be less than 23k lbs, ice off unless less than say 21k lbs. only good for long flight, twinds and range to go up there.
Typical BOW: 15500 if memory serves me right.
Fleet exit: 17 leave the fleet Jun 3 2004 and the remaining 5 leave Aug 4 2004.
Hope this helps.
PS Some current 41 drivers could give you a more accurate picture but Im not far off.
)
