Upcoming turbine requirements

[aroundtheblock]

I was looking for some input on which systems you guys used to comply with the TAS and RVSM requirements that will be implimented. What system/productdid you use and who did the installations? Thanks for the help.

 

[G100driver]

I was looking for some input on which systems you guys used to comply with the TAS and RVSM requirements that will be implimented

Could you be more specific. Are you refering to true mach vs calibrated? ect.

 

[aroundtheblock]

I'm sorry. Not True Airspeed. the terrain avoidance system that I heard is required by March of next year for all part 25 airplanes.

 

[KeroseneSnorter]

The RVSM is pretty simple for most Glass equipped airplanes, Ours ran about 15k and was really only a paperwork issue. Put it on the machines and certify the FD, altimeters and autopilot.

I have talked with operators of older stuff, especially the early Lears, Citations and Beechjets and it can get very expensive for the ones with analog autopilots and such. In some cases the cost exceeds the value of the airplane. From what I am told 150k to 200k is not uncommon for the older stuff.


TAWS-B and EGPWS do the same thing basically. As I understand it Honeywell owns the name EGPWS (Extended Ground Prox. Warning system) so that accounts for the difference in name. We had it installed in our current airplane as part of the purchase deal (About a year ago) along with TCAS so I do not really know the final installed price since it was negotiated into the deal.

I did do some checking on the costs back then for the owner before he went to the negotiating table but I no longer have the figures on paper. From memory I believe the TAWS B was about 50 k and if you went with Honeywell it was 100k.

Hope it helps.

 

[aroundtheblock]

Anyone here RVSM'ed a King Air 300 yet? I hear Raytheon has a program for the 350 but not the 300.

 

[G100driver]

Anyone here RVSM'ed a King Air 300 yet? I hear Raytheon has a program for the 350 but not the 300.

I would be curious if the fuel savings would justify the costs given that DRVSM airspace begin at FL280 (290?).

I am sure that someone will correct me if I am wrong at the base of the airspace.

 

[aroundtheblock]

You are correct. But the KA-300 at FL330 still has a TAS of around 290 knots. It's fuel flow is close to 500lbs/hour at that altitude. That gives you over a 1500 mile range plus reserve, but ya gotta get up to the higher altitudes. Try doing that in a CE-550.

 

[KeroseneSnorter]

You are correct. But the KA-300 at FL330 still has a TAS of around 290 knots. It's fuel flow is close to 500lbs/hour at that altitude. That gives you over a 1500 mile range plus reserve, but ya gotta get up to the higher altitudes. Try doing that in a CE-550.

Ce-550 Bravo: 12,000 pounds (Gross is 14,800)

FL 430, High Speed Cruise 372 KTAS, 751 PPH, 1600 NM + reserve. 4 h 27 Min

FL 330, High Speed cruise 404 KTAS, 1199 PPH, 1100 NM + Reserve. 2 h 52 min

FL 450, High Speed Cruise 357 KTAS, 637 PPH, 1700 NM + reserve. 4 h 57 Min


Can't beat the 500 PPH but close!!

 

[KeroseneSnorter]

The sleeper of the crowd is a Pilatus PC-12.

FL 300 (When it comes to be in March) 247 KTAS, 327 PPH, 2000 NM + Reserve. With 7 Pax.


It does require getting over that whole single engine thing though!!! Never was too warm and fuzzy about that in crap weather. Plus its a real bladder buster being a single pilot airplane.

 

[FracCapt]

Plus its a real bladder buster being a single pilot airplane.

Just tie ropes to the critical flight controls and take the other end of the ropes with you to the lav. I'm not sure which would freak the pax out the most, though....the fact that nobody is in the cockpit, or the fact that you have to leave the lav door open while you do your buisiness to see what's going on in the cockpit..