New paint, same old bird.

I would scrap the Tutors and use the CF-18 for the Snowbirds airshows circuit.

Thats all there good for.

For IFR operation, Garmin 530W / 430W nothing else is worth putting in your panel period.

For backup and portable/ XM weather I like the G496, the 696 is too big IMHO.

What is your experience with TKS vs Boots for deicing?

Some swear by TKS only?

Thats the specs I got from TAP. BEECH 58 BARON Engine: (2) CONT IO-520-C 75% Cruise: 200 kts Wingspan: 37.83 ft Horsepower: 285 Stall: 74 kts Length: 29.83 ft Rec'd TBO: 1700 hrs Range: 1109 nm Height: 9.67 ft Svr Ceiling: 18600 ft Empty Wt: 3361 lbs Std Fuel: 136 gal Single Eng Srv Ceiling: 7000 ft...

I have only flown the older 1980-81 model with 520 engines, the newer one are nice.

Flew a jetprop a few weeks ago, what a nice ride! 3000 FPM climb rate at sea level, 260 kts at 25000 FT .

Nice,
as anyone flown post 1984 Baron with the 550 engine?
I know they are about 150 ibs heavier but have more power with the 550.
The panel is nicer and newer. Flown a couple and they handle nice. Like a sports car.

anyone as experience in the Baron, fuel flow, range cost to run etc...

how are they on one engine? handling ice ?

FIKI ?

That would have been Mark Auerman, great instructor.
I took the Aerocourse in November over a weekend, studied the next week and weekend and wrote the Inrat the following tuesday and passed. great course, I recommend it.

So did you wrote the test?

Early Meridians had an TAT limit of -°34 C because they did not have a fuel temperature probe. Newer ones and all Jetprops have the fuel temperature gauge so the limit is the fuel temperature, not the air temperature. Note that this is based on Jet A, Jet A1 will lower this figure by 7 degrees. Wit...

I mean at altitudes not at startup. I believe some have temperature limits?

Just curious if there is any Jetprops or Meridian pilots here and what can you tell us about your experience in these PT-6 powered aircraft?

any cold temps experience?

I wrote my INRAT in november, it was at a TC office in Ottawa. Lets just say it was a 10 desk room an I was by myself. Aviation is going down the drain with all these user fees and high gas prices.

Found should have kept the no frills Bush Hawk as the taildragger version and build the Expedition as nose draggers only. The private guys flying on wheels only does not need the 580 engine and it was a great light aircraft. Why did they shut production off for over a year will they got the Expediti...

altiplano wrote:-40 oil temp, -54 OAT for Garrets...

Why then do you have a restriction on the oil temps if you overheat the engines?

I saw 100 deg today on my 550 engine in my C185 at startup when I preheat with the reiff heaters with engine blanket @ -20.

Look at the Twin Otter in the video that didnt bother to back track the last 2-300 ft of runway. I dont know but at this elevation and density altitude I would take every inchs of runway ?

Nobody preheats turbine engines?

I know they will start but its not better on the equipment?

Ive flown in -35C in the C185, with the oil cooler tapped and winter baffles its ok but -40 would be my absolute max, private not commercial. Never had any problems or missed with the engine. Fuel injected engine must be better than carburators in colder temp? Dress warm and carry lots of extra clot...

Anyone as experience flying the Panther 350 conversion Navajo? Is it worth the extra fuel burn?

How good are the deicing boots in ice and does having the inner boots does any difference beside FIKI certification?

How does it fly on one engine loaded ?

$1.39 / litre at the card lock in CYCC Cornwall.