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Is the "Heavy" Piston Twin dead

Old 16th Dec 2012, 00:07
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and some probably have that many hours despite what the books say
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Old 16th Dec 2012, 00:24
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New Seneca 5 - with standard dual Garmin G600 avionics suite....
USD935,000.

Sorta makes one look at a 'used' Baron for around USD500 or so....

But then what, when they run out?

Cheers

Last edited by Ex FSO GRIFFO; 16th Dec 2012 at 00:26.
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Old 16th Dec 2012, 00:46
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Quote:
PAC750
= great wall. Can't even fly IFR....
Must pass that tid bit on to some chaps I know that operate it IFR.
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Old 16th Dec 2012, 02:42
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How do they go IFR CHTR with pax on board... as opposed to BK-MND-PMQ?
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Old 16th Dec 2012, 03:34
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Aren't they only used on the freight/bank runs?
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Old 17th Dec 2012, 01:43
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PAC's

Nope, they are doing medical transfers too.
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Old 17th Dec 2012, 02:12
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Are the ambulance runs classed as Aerial Work? That steps around the Charter requirements.
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Old 17th Dec 2012, 03:05
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Yes, I believe all medical work is still classed as airwork.

This was a large proportion of the light twin work which has now gone to the PACs.
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Old 17th Dec 2012, 03:13
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Why not? WA RFDS PC12's (or at least a couple of them) have KLN90B's.

Last edited by MakeItHappenCaptain; 17th Dec 2012 at 03:13.
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Old 18th Dec 2012, 08:15
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Some of the C404's bought into the country were retrofitted with lightweight Ansair seating and could uplift 12 passengers on RPT, prior to the two pilot ruling introduced in the early 80's.
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Old 18th Dec 2012, 09:04
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T'was recently looking through the PoH for one of the C404s that I fly and noticed the layout diagrams for 12 seats. Can only think that legs must have been optional for the pax.
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Old 19th Dec 2012, 00:30
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Piper T-1050 project,

Take a Chieftain, stretch it 11ft 6in, strap on two turbines and there you go.

4200kg MTOW, 1400kg payload (freighter allowed an additional 300-400kg), 15 seats. 3% increased field performance from the T-1040 (a turbine Chieftain), 400nm range with full load.

All this for $300,000 USD around 1983.

Unfortunately Piper never got the orders to start production and certification. A small number of T-1040s were built. Piper intended that the 1050 modification could be applied to the 1040 once the certification process had completed.

Last edited by 43Inches; 19th Dec 2012 at 00:50.
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Old 19th Dec 2012, 01:25
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Some turboprop options for the PA31 series.

Piper T-1040

Not really a Chieftain or a Cheyenne, sort of a half way aircraft. Imagine it 11ft longer and you have the T-1050.


EMB/NE-821 Caraja Conversion

The basic PA31-350 (EMB 820) converted to a turbine with PT-6-27 engines.
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Old 19th Dec 2012, 02:52
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Have heard that the FAA won't issue N reg to any of the Embraers. Any truth?
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Old 19th Dec 2012, 03:24
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I have heard that MakeItHappenCaptain. My interpretation is that FAA are very unlikely to recognise/register any licence build GA types. Some folk I know had big trouble trying with a Philippino assembled BN2T and never got it on the N reg.
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Old 19th Dec 2012, 05:54
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Have heard that the FAA won't issue N reg to any of the Embraers. Any truth?
From the FAA TCDS:

NOTE 5 Any aircraft with a letter prefix on the serial number is not eligible for airworthiness certification in the
United States. Example: AR31-XXXXXXXX.
NOTE 6 The following serial numbers are not eligible for airworthiness certification in the United States:
PA-31, PA-31-300, and PA-31-325:
31-7400991, 31-7512002, 31-7512026, 31-7812011, 31-7812053, 31-7812070, 31-7812080,
31-7812101, 31-7812116, 31-7812122, 31-8012045, 31-8012056, 31-8012067, 31-8012071, 31-8012083,
31-8012089, 31-8012101, 31-8012102, 31-8112037, 31-8112044, 31-8112052, 31-8112061, 31-8112072,
31-8112073, 31-8112077, 31-8212023, 31-8212024, 31-8212028, 31-8212029, 31-8212034, 31-8212036,
31-8312002, and 31-8312007.
PA-31-350:
31-7405218, 31-7405238, 31-7405485, 31-7405490, 31-7552043, 31-7552073, 31-7552076,
31-7652099, 31-7652144, 31-7852014, 31-7852042, 31-7852081, 31-7852110, 31-7852123, 31-7852133,
31-7852169, 31-7952067, 31-7952140, 31-7952184, 31-7952231, 31-8052009, 31-8052083, 31-8052145,
31-8052217, 31-8052218, 31-8052219, 31-8152067, 31-8152068, 31-8152122, 31-8152123, 31-8152144,
31-8152145, 31-8152201, 31-8152202, 31-8152203, 31-8252024, 31-8252037, 31-8252046, 31-8252058,
31-8252070, 31-8252071, 31-8252084, 31-8252085, 31-8352002, 31-8352003, and 31-8352036.
If you search some of those serials they are aircraft located in various Sth American Countries. The EMB-820c, Embraer/NIEVA built Navajo do not have certification for the USA and are not covered by the PA31 TCDS. Some of the serials may have been produced in the US for the Sth American market with similar restrictions. PA31 produced/assembled in argentina are known as PA-A-31 with similar issues as the EMB-820.

Last edited by 43Inches; 19th Dec 2012 at 06:19.
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Old 26th Jan 2023, 10:06
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Interesting to stumble on a 10 year old thread and see if the confident predictions came true.

Tecnam seem to be doing quite will with the 2012, even introducing a STOL version with GTSIO engine. Who would have thought that one would be back in production.

60 deliveries so far I believe.

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Old 26th Jan 2023, 23:43
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Originally Posted by 43Inches View Post
Some turboprop options for the PA31 series.

Piper T-1040

Not really a Chieftain or a Cheyenne, sort of a half way aircraft. Imagine it 11ft longer and you have the T-1050.


EMB/NE-821 Caraja Conversion

The basic PA31-350 (EMB 820) converted to a turbine with PT-6-27 engines.
Went along on a demo flight in one of those when in Mackay during Aus demo tour. The ideal way into turbo ops without the complexities if pressurisation etc. Perfect for low alt tourist work. Demonstrated to a Whitsundays area charter/scenic operator.
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Old 27th Jan 2023, 10:38
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10 years on, much has changed! The Beechcraft Denali single turbine is making an entry, PC12 is popular, the twin pistons are slow fading away
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Old 28th Jan 2023, 11:45
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Originally Posted by Guptar View Post
Interesting to stumble on a 10 year old thread and see if the confident predictions came true.

Tecnam seem to be doing quite will with the 2012, even introducing a STOL version with GTSIO engine. Who would have thought that one would be back in production.

60 deliveries so far I believe.
Thereís a Tecnam P2012 demonstrator now in Aus doing the rounds. No buyers yet from all accounts.

Unfortunately itís all in the numbers - capital costs are on a par with a new C208 EX, but the P2012 is slower, burns more fuel, burns a more expensive fuel, has a smaller cabin, same BEW as a 208 EX but 430kg lower MTOW. Pretty sturdy resale market for the 208 but hardly so for the 2012.
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