Originally Posted by MarkerInbound
...I've spent a few days sitting in Oakland waiting for the winds to go down in a plane that will go 2500 nm IFR.
Yes - agreed. I'm trying to do the homework necessary to see past the fog of marketing - especially in this economic climate. Which aircraft were you operating with a 2,500 nm IFR range, btw? Curious minds want and need to know! Also, did you have a CO or FO with you? Were you with a fractional or operating privately out of KOAK?
I used to work there back in college - North Field, hangar 5 at Aero Services. Occasionally, we used to launch an older Hawker with retrofitted fuel systems for legs to Honolulu. I forget exactly which model, but I remember the pilot talking about the retrofitted fuel system, as I was the one who often times refueled the aircraft on the ramp.
Originally Posted by galaxy flyer
Oh, btw, 2500nm range won't get you to PHNL with a dry footprint. If you don't the difference between "dry" and "wet" footprints, I modestly suggest you learn BEFORE striking out westbound.
The ETP calculation should be handled by either of the FMC on-board the aircraft being discussed here. So, knowing where that point is located for single engine return to departure or single engine continuance to destination or single engine divergence to alternate (not available on this particular leg) would be a simple matter of flight planning, I would think.
But, along these lines, though the twin turbine ETOPS rules under FAA operations do not apply to private GA flights (not excluded under JAA for ETOPS 120), I think it wise to adopt as much of the ETOPS protocol as possible when operating in a non 121/135 environment. Thus, the only operational rule out of the FAA regulations that I can think of off the top of my head that would apply here, would be the 45-minute reserve requirement, which would be a flight planning issue.
I'm also thinking that being able to operate in the RVSM levels, afford better fuel efficiency and thus helps to increase the functional range a bit. What are you thoughts on better fuel efficiencies at these certified flight levels for a twin jet, in light of the headwind components that you allude to?
This seems to place PHTO within range (again, just off the top of my head) from either KSFO or KOAK, if I am not mistaken (check my math) - or even departures out of Livermore, Hayward, Concord and/or San Jose (depending on where hangar space is available - yet another problem, too!) At first glance, PHTO from KOAK (for example) would be either a straight-in or right-45 approach to RW 26. Granted, not a huge fuel reserve would remain, but certain enough to make Honolulu or Maui, if Hilo becomes unavailable for any reason.
What's been your experience with this particular leg at the higher RVSM levels?
Originally Posted by vova_k
It was exactly my requirements – range from YVR to OGG and single pilot. I gave up single pilot quite quickly – first of all, there is no single pilot airplane with this range westbound exists.
Did you consider the RVSM capabilities of the SJ30-2? Does that help with range, endurance and fuel efficiency? [factors: turbines operating at higher altitudes requiring less fuel for any given EPR/power setting]
Originally Posted by vova_k
Also, I decided I would prefer to have another pilot with me, if I use the airplane for a lot of intercontinental flights (Europe – North America) and carry my family.
Absolute, understandable. No doubt and makes a lot of sense.
Originally Posted by vova_k
Basically, the choice was between G150 and Hawker 900, I decided to go with G150.
A very nice choice and I do feel some internal (mental/gutt) pull in that direction IF Single Pilot was not a factor.
How do you like the cabin environment of the G150 when you are not in the cockpit? The biggest thing for me is what my Wife thinks about the cabin. Frankly, I'd feel comfortable flying an F-15 to Hawaii, but that is not something my Wife would go for. She's of the opinion that the 900 XP cabin interior would be better than the G150's. Frankly, I don't know yet as we have not reached the stage in our research where we need a physical inspection. Right now, I'm trying to match the mission requirements to the actual performance numbers and then worry about "comfort" later, of course.
Since you dropped your Single Pilot requirement, what made you select the G150 over the 850 or 900 XP, besides insurance costs?
Thanks to all for your help!
Last edited by Veyron254; 19th October 2009 at 22:18.