Changing Citation for TBM850?
Join Date: Jan 2010
Location: uk
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thrust reserve?
ATR = Automatic Thrust Reserve increases thrust automatically in case of an engine failure - can be used for 10 minutes. These engines also have FADEC control so operating limits are never exceeded.
The word "reserve" indicates that not every take-off is maximum thrust.
"not properly informed... " = not properly researched. When you splash out $3 000 000 you read more than just a sales brochure or at least I would.
You think VLJ's are rubbish, I dont, you think turbine singles are great for commercial ops, I dont - enough said.
The word "reserve" indicates that not every take-off is maximum thrust.
"not properly informed... " = not properly researched. When you splash out $3 000 000 you read more than just a sales brochure or at least I would.
You think VLJ's are rubbish, I dont, you think turbine singles are great for commercial ops, I dont - enough said.
Join Date: Dec 2008
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ATR = Automatic Thrust Reserve increases thrust automatically in case of an engine failure - The word "reserve" indicates that not every take-off is maximum thrust
Flat rating values are referring to normal operations (not ATR) meaning that thrust is actually limited by a 25C OAT. The FADEC protects you from exceeding the limits, it doesn't mean that operating at the limits is good for the engines.
During previous exhibitions in Dubai not a single VLJ manufacturer had any available information about performances above ISA temps when requested.
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Maybe you didnt say please.
Anyway it doesn't require a lot of judgement to understand why a husky dog won't win a camel race while it doesn't mean huskies can't perform....
Join Date: Nov 2008
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TBMs rule
I looked very closely at Mustangs and TBMs. I picked the TBM. I've been flying the G1000 TBM for about a month now. It's an incredible machine. I can get in and out of airports with 3000ft runways, no problem. I can make the first turn off almost anytime after landing. As my TBM flight instructor said, with two engines, you have twice the risk of losing an engine! (I thought that was funny).
You can be a sloppy pilot, come in high and hot, into a 5000 foot runway, and have no issues landing (not suggesting you do that though). I've done things in my TBM that I could not have done in any comparable airplane I was looking at: Mustang, Eclipse, or Meridian. It took around 20 hours of dual to become competent in the TBM (and I'm a 700 hour pilot w/ zero prior turbine time). There's no way I would have gotten that in the Mustang or Eclipse. She cruises at 53-55gph, 28000ft, 310kts TAS with easy. Can decend like a bat out of hell if you need to. She has no problem doing 1300-1400nm trips. VMO is 266. Get under 178kts, drop the gear, drop the flaps, pull back the throttle, and she stops on a dime. Thurst reverse after touchdown, and you're making the first turn off just after the thousand foot markers!
The closest thing that's comparable, IMHO, is a PC-12. But the PC-12 is 40+ kts slower and it's wingspan is huge - wouldn't fit in my hangar so I didnt get serious about it. But it's also $1M more. Now if you need a bathroom, want to carry more PAX, and need some more range, then a PC-12 might not be a bad choice. For me, I love my TBM.
The only thing I wish I would have done differently is buy the TBM sooner!
But, all seriousness, I think you will really enjoy flying the TBM 850. I havent flown a CJII, so I cant compare them, but the TBM 850 is a very nice airplane.
You can be a sloppy pilot, come in high and hot, into a 5000 foot runway, and have no issues landing (not suggesting you do that though). I've done things in my TBM that I could not have done in any comparable airplane I was looking at: Mustang, Eclipse, or Meridian. It took around 20 hours of dual to become competent in the TBM (and I'm a 700 hour pilot w/ zero prior turbine time). There's no way I would have gotten that in the Mustang or Eclipse. She cruises at 53-55gph, 28000ft, 310kts TAS with easy. Can decend like a bat out of hell if you need to. She has no problem doing 1300-1400nm trips. VMO is 266. Get under 178kts, drop the gear, drop the flaps, pull back the throttle, and she stops on a dime. Thurst reverse after touchdown, and you're making the first turn off just after the thousand foot markers!
The closest thing that's comparable, IMHO, is a PC-12. But the PC-12 is 40+ kts slower and it's wingspan is huge - wouldn't fit in my hangar so I didnt get serious about it. But it's also $1M more. Now if you need a bathroom, want to carry more PAX, and need some more range, then a PC-12 might not be a bad choice. For me, I love my TBM.
The only thing I wish I would have done differently is buy the TBM sooner!
But, all seriousness, I think you will really enjoy flying the TBM 850. I havent flown a CJII, so I cant compare them, but the TBM 850 is a very nice airplane.
The Royal Flying Doctor Service of Australia has had three (3) engine failures on their PC12 fleet this year. Appears to be associated with a gearbox overhaul problem.
One should consider the implications of one engine as it is no use being the richest man in the cemetery.
AO-2010-006
One should consider the implications of one engine as it is no use being the richest man in the cemetery.
AO-2010-006
