beechjet

[Lifter]

TOLD program for T-1A (beech 400A)

Here is a told program for the T-1A, similiar (without thrust reversers), isn't legal but can be used for verifying your calculations.

http://www.jeremybergin.com/t1driver/toldcalc.xls

When it asks for password just hit cancel, then enable macros. You can play with different conditions and locations. Change the yellow boxes and the grey conditions. If you base isn't in the database you can add it on the other worksheets.

We circle at Cat "C", but can't practice it single engine.

Some of our TOLD definitions are different in the AF.

S1 is similiar to your V1: S1<= Vrot, Vrefusal, Vbmax, but > Vcefs or Vmcg

Most of our problems appear to be more climbout vs runway (unless its wet). We need to make 3.3 climbout factor (200'/nm) single engine, and at around 32C and 500'pa you need to start changing takeoff conditions, ie flap settings, ACM or both. We also have a 400' and 1500' flap retract profile to improve climbout profile.

Beechjet seems like a good choice from what I've experienced in it, we usually takeoff fully grossed and fly a 3 hour training profile (usually not very fuel efficient, low levels, MOA etc) but when we go X-Country we have no problem cruising over 3+30 hours easily ( 4+20 total reserve)and we use a 500# min fuel penalty.

Typical fuel flows FL250 250KIAS=1200#/HR (375 TAS)
FL250 300KIAS=1500#/HR (425 TAS)

Our service ceiling is FL410 (didn't have it tested above there)
FL 410 .74 Mach =850#/hr (but it won't make it up there for over an hour)

Any other info just ask and I'll see if we have something similiar for the T-1A
lifter

 

[jergar999]

Lifter

There is a job for Beechjet pilots on climbto350.com right now.

 

[devine9driver]

We have been able to pack 7 people @170 ea. 50lbs. of Bags, and 4350 lbs. of fuel and fly with 40-50 kts. of headwind for 1200NM at FL390 and land with our co. required 1000lbs. of reserve fuel. We do this flight every month and a typical fuel burn for us at 390 is 3250lbs. of fuel. If you can get a hold of a Beechjet performance manual you could go to fltplan.com and plug all of the numbers into the profile's and play around with some numbers. We find that fltplan.com's numbers are always within 50lbs. of fuel burn and 5 min of flight time. And the service is free. Our numbers do reflect the gross weight mod (16,300 MTOW).

 

[devine9driver]

I just looked at our last couple profile sheets for the above mentioned trip. I must correct one thing headwinds are usually below 25kts. The trip usually runs 2hrs and 50min, and our burns for each hour are 1500 for 1st 950 2nd and 800 for last segment. We typically see 420KTAS to start and 430KTAS in the second half as we lighten up at 390.

 

[Kingairrick]

One caveat:

DONT even think of trying to operate a BE-400 part 135. My old company has one on the cert. Take the above landing distance numbers and imagine trying to fit those into 60% of the available runway. You'll find that you need a 5000 foot runway to land,...IF it's dry.

 

[Rick1128]

As for 135, there are several being operated under that Part. As for landing distance, that is the distance that most Lear operators draw the line anyway. High performance jets require longer runways.

 

[Kingairrick]

Our Cl-604 takes less runway under 135....just something to watch out for. My .02.

 

[Rick1128]

You are starting to talk about a totally different airplane. The two aircraft were designed with different criteria. The 604 is a top of the line corporate barge. The Beechjet was a low end jet designed to compete with the Citations and Lear 31.

The Beech does not have leading edge devices. They increase the cost of the aircraft greatly. Plus increase the empty weight of the aircraft. All aircraft are compromises.

My biggest concerns about the Beech is the single tires. Down in my area, it is not uncommon to see Citations and Beechjets, slowly sinking into the pavement on a hot summers day.

 

[capt_zman]

we fly 135 on raytheon's certificate, as well as 9 others on the certificate. then there's charterops with 3 and talon air with a couple more.

so i know of 17 beechjets currently flying 135, and someone suggested not to even think about it???

5000 ft is a good rule of thumb, but what other jet is going to operate out of less than 5000 in a 135 environment?

 

[Rick1128]

Well the Falcon 50.

 

[capt_zman]

Good point with the Falcon. For its class though, the beechjet is really a good option.

Flew with a Raytheon sales rep last night, said all new beechjets are sold out until next april. They must be doing something right.

 

[unclematty]

Thanks for all the info folks. Looks like it was all for nothing. Anyone need a 135 currnet capt. for a BE-200???

 

[GVFlyer]

Beechjet

I did a closed- loop handlings quality evaluation of the 400A for the military. I did not like the manner in which the spoilerons dimenished stall and single- engine capabilities, nor the yaw dampner that could not completely compensate for the jet's inherent dutch role characteristics. The airplane has a slow roll rate and turns slowly. Interior volume is good as is ground handling. You can't fill the seats and the fuel tanks. The powerplants are adequate. I think the Air Force selected it for TTBS because of it's ponderous handling characteristics which closely replicate a C-141.

I'd pick a Cessna for this application.

GV