To P or not to P, that is the question

[Dave Underwood]

I run GAMI's and although it does help to lower consumption a bit when LOP, I still use a range limitation of about 800 to 850 nm. My age I guess. I also like to always have at least an hour in the tanks or more when I land. Age again.

On cooling, I always try for no faster than 2 " a minute on decent, but you have had that experience with the Navajo. I think it is all about decent planning and telling ATC what you want and when you want it by.

On insurance, you would have to check with your supplier. Here in the UK it does not seem to make any difference. I'm paying about the same as a T337 based on discussion. Again insurance is different here. I suggest you shop around. There is one broker who specialises in 337's who's rate were ok in the past and also offered pretty good service, but also try Avemco as well.

There was another thread on insurance costs - suggest you search.

On training, I would suggest you spend some time flying with someone familar with flight in the high teens. It is different and you do need to be thinking about how to quickly loose 6 to 8 thousand feet with out bending the plane but staying awake at the same time. I am ok up to about 15 k feet as a non-smoker who would claim to be fit (ok I am big build) and have skied that high with out problems after the second day.

Recurrent training in my experience does not cover pressurised flight, more standard procedures on the 337. I did RTC for my initial training and they were pretty good as John had a 337 at the time.

As I suggested earlier, although not required, get a high altitude endorsement and I woudl think the insurance folks would be happy. It also gives you the knowledge & understanding of both the flight and human issues.

I view having a P the same as having A/C in my car 20 years ago. As soon as I had experienced it I would find it very hard to buy a car with out it. That said, I also occasionally fly non-pressurised aircraft and it is no big deal either way.

On long legs, I always find higher has less turbulence and less traffic, more directs and you are above most weather.

I would suggest if you are looking for a P to get one with de-ice as it does make the decent through ice layers a little more comfortable. That said, the plane will still fly with a lot of ice, but then again, you are a test pilot with no control over the conditions.

Hope that assists.

Blue Skies - Dave

[Dave Underwood]

In the above post, please translate all occurances of "decent" as "descent".

OK, all decent descents are great. Too late and too tired..

Dave

[hharney]

I just have to pipe in on this discussion too. I think this topic deserves more input around the camping environment at Sun N' Fun. You should plan to come out and actually kick the tires of all these models. SOAPA is counting on having at least one of each for those interested parties to be able to stroke these birds in person. Just a suggestion.

As for me on this topic, I always say "what is the mission"? If it is high altitude MEA's and longer distance flights then the P model might be warranted. I flew in the mountains for the first 20 years of my piloting hobby. Only had the privilege of turbos (C320) with one of 4 aircraft that I had some time in. The Skymaster's were all normal and typically flying in the low to mid teens for most cross country flights. I flew very little IFR then so MEA's were usually not in the picture. But if a person was flying IFR, in the west, over the mountains, the P model might make better sense. Now a resident of the mid west flat lands, a P model really doesn't compute for me. I typically always file for cross country now but the MEA's are below 10K. From 8-10K is the normal Skymaster's best friend. I can say that turbos and pressurization would be nice but there has only been maybe a handful of times that I really needed it. When comes to maintenance I am really glad I have the normal. My IA is too. He works on both and the normal does make life a lot easier. Skymaster is a great airplane, whether it's a P model or just the normal depends on the type of mission you are going to use it for. Most of my flying is just recreational and maybe a half dozen long flights a year. I really like the performance that I have with the lighter weight for the type of flying that I do. I enjoy unimproved strips, back country and weekend warrior flying.

Coming to Sun N' Fun this April will give a great opportunity to see aircraft and talk to the pilots. A huge advantage before you buy. Be careful out there because the Skymaster has been known to have a fair share of ramp queens. A good thorough pre-buy is a must. Make sure you select the inspector that is familiar with Skymasters but not the specific plane you are inspecting. You probably know this routine, good luck and hope to see you in Lakeland.