Impressions of the Praetor 600
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Impressions of the Praetor 600
Seems a very capable aircraft on paper. Will be interesting to see how the market responds. Given its capabilities, is it likely to compete successfully against the likes of other mid size aircraft in the market ie CL3500, Longitude etc? Any operators with experience on the aircraft care to share their impressions and point out any issues? Is the range advertised realistic?
Join Date: Oct 2001
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It’s lightyears ahead of the other ones. 4050Nm range makes it a true transatlantic airplane. fly by wire is next generation compared to the others and the wing is much better. Advantage of coming late in the marked and starting with a clean plane design
as far as the range, it’s as realistic as the 4000Nm of the 2000LXS. On a bad day it has problems making the FAB to TEB crossing which is 3000Nm 😂
as far as the range, it’s as realistic as the 4000Nm of the 2000LXS. On a bad day it has problems making the FAB to TEB crossing which is 3000Nm 😂
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as far as the range, it’s as realistic as the 4000Nm of the 2000LXS. On a bad day it has problems making the FAB to TEB crossing which is 3000Nm
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All airplanes
They are sold with zero wind and NBAA reserve range and have the same problem. It’s sold as a 4000 NM airplane and then when the owner takes delivery the pilots have to explain that with realistic headwinds, EASA route reserve, final reserve, alternate airports that have weather above minimums and the fact that they decent you into New York 200Nm to early you are sometimes on or below the edge of flying a 3000 Nm flight with an airplane that is listed for 4000Nm.
They are sold with zero wind and NBAA reserve range and have the same problem. It’s sold as a 4000 NM airplane and then when the owner takes delivery the pilots have to explain that with realistic headwinds, EASA route reserve, final reserve, alternate airports that have weather above minimums and the fact that they decent you into New York 200Nm to early you are sometimes on or below the edge of flying a 3000 Nm flight with an airplane that is listed for 4000Nm.
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Allright, yeah, thats true. Since I have explained that already on my current type, I guess I don´t have to repeat myself when we take delivery of the P600 next year...
I flew EGLL-KTEB direct once, about 100kts headwind component. Took us exactly 9 hours flying time at LRC. Falcon 2000EX EASy. We did ask Ney York ATC to delay our descent by 50 NM and they granted it, based on a steeper than usual descent then. Landed with 1800lbs of fuel, very comfortable.
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Flew EGLF-KTEB with an LX and it became an EFLF-KBGR as when we coasted in we where below min required fuel. We did however have the early descent already in our FMS. I don’t think I want to risk going into New York and not getting a late descent.
Also, do you have KEWR as your alternate with 11 minutes and 300Lbs or do you use a route and realistic numbers for this?
Also, do you have KEWR as your alternate with 11 minutes and 300Lbs or do you use a route and realistic numbers for this?
That was more than 10 years ago....I think we had EWR as alternate indeed. And with 1800 lbs fuel remaining you have enough fuel to proceed to HPN or one of the many IFR-fields in the area, if circumstances dictate. Final reserve is around 700 lbs, there were another 1100 lbs to play with. The painful part is that you need to fly with longrange cruise settings, ending up with something like M0.69, or so. It might be quicker to go full speed to Bangor or Portsmouth, do immigration and customs there, refuel and then continue full speed to New York.
