Видео

Thank you for always bringing the human element into aviation talk. While I have only dreamed about PA46s, this is becoming one of my all time favorite podcasts. Clay, you are an inspiration and a testimony!

What a great talk! Happy my plane is detailed by Clay! Happy also I brought Mehrdad to JSO and that he was kind to teach Clay all he knew.

I have to take a moment to thank my good friend Clay Cleaver. God truly blessed me by bringing him into my life. His faith, work ethic, and kindness are an inspiration to everyone around him. Clay, you’ve made my life better, and I’m so thankful for your friendship, brother. You’re a true inspiration!

This is a great video!

Great Joe, I learned new stuff

This was great, Joe

hmm so putting diode in series with battery, and you can short/bypass that diode (for normal operation). that would be the best solution for low battery state and starting from GPU. diode blocking charging battery and provide power if GPU is disconnect to early. diode together with proper resistor in parallel, would provide safe charge of fully depleted battery from GPU. system that in non aviation world would cost max $100.

Feathering position cannot be determined from the outside after a prop and hub have been smashed into the earth at high speed. Great video thank you

Outstanding! This needs to be promoted. There ought to be 100,000 views of these lessons. I am sending to my fellow King Air pilots.

Missed opportunity to compare engine overhaul costs when discussing operation costs

Great Podcast, I actually struggled this afternoon on canceling or going to upper Arkansas tonight from McKinney, Tx, would have been my first time in known icing at night, decided to cancel, ended up watching your new podcast, great timing!

Great podcast Joe!!! Every one of us "safe" pilots have gotten into something in our flying career that we later kicked ourselves for. Ive done it a few times in my 26 years of flying. It's therapy to hear others' stories.

Excellent information on a topic that is of great interest to me. Not a PA-46 pilot yet (Columbia 400 driver here) but looking to acquire one in the future (near future I hope). Icing is one of those things that is an absolute no-go for me at all times since I have no airfoil ice protection on my plane. The suggestion about not landing on a contaminated runway with crosswind is something I've never thought about, but is now a part of my personal minimums. Learning a lot from you helping me become a safer pilot. Hope I get to be one of your clients in the future. Keep up the great work!

Great topic Joe! I’d like to hear more about m600 weight and balance and the risks associated with being aft and forward cg. Basically what you can and can’t do in the pa-46

Kindly, I’m a cirrus pilot (G5,2014) interested in PA42 world; I’d like to know more in detail about the exact cost of operating PA42, in details … How much is the hot section, overhaul for each: dash21,34/35, meridian 42a please

Thanks for the orientation about the PT6 dash …. It was a matrix to me before 😂

I loved the interview 👍🏻👍🏻👍🏻

Thanks for the episode Joe and Deanna… the Jetprop designators come from Latin… D = 500, L= 50, X=10, so DL=550 and DLX=560… can you comment on full fuel load differences between the -21 and -34/-35?

Meridians are my fav!!

So Joe and Deanna, with my 550c Malibu I can do 205 to 210 LOP (15 gph) or 230 at ROP (22gph). On the same 2 hour flight I’m just a few mins behind the Jetprop. However, my real advantage is that I can go a lot further non-stop than either the -21 or -35 with a lot more payload. My mission is fairly regularly 850-1000nm with 5 of 6 seats full. And, I keep full volume on my front baggage bay as compared to the more limited Jetprop bay. So what is the allure to these Jetprops? I just don’t understand it. As I’ve mentioned before, my reliability over 8+ years of ownership has been just as good as the Jetprop and my overhaul costs are much lower. I’ve thought numerous times about upgrading, but each time I do, I just can’t make the numbers make sense for me.

Great advice. Thanks Joe and Deanna

I can't believe you didn't cover the difference in engine overhaul cost.

What's an oil change for the engine on the turbine and when is due? (hrs) And how many hrs flight time was the break even point between piston and turbine?

PA-28R-200 and PA-28R-201 are BOTH 200hp. Someone should not be earning a high performance endorsement in any Arrow. The -##1 in the model distinguishes that it is a taper wing. The same goes for the PA-28-151 (-161) is a Warrior I (II). Or, a PA-28-181 is an Archer. All of these are taper wing planes, versus the hershey bar Cherokee predecessors.

I would like to respectfully offer you $750 for this airplane. It would be all cash.

The T38 rotates at 160, liftoff at 180. And yes, the wing loading is INSANE. 😂. It doesn’t have wings, though, just fins. 👍

Joe, as you know I have the continental piston powered PA-46. I fly 250 hours a year. In the 8+ years that I’ve owned it, my dispatch reliability has been 99% (so just as good as these turbine pilots). At LOP I get 205-210 KTAS at 15 gph (obviously slower than either of the turbines but I can go long distance without refueling which negates their speed). I have the extended range tanks so I have insane range and my empty weight is one of the lightest at 2700 lbs so I have 1400 lbs of useful load. Most of my missions are over 800 NM non-stop with 5 of the 6 seats filled. Turbine sounds wonderful, but I think I would lose capability if I moved up to a jet prop.

Joe always like podcast.

Joe and Deanna, love the discussion and would like to own a jetprop. I have inadvertently gone into convective in my PA32. I have throttled right back to 90kt, the wing stalling, buffeting occasionally. This (reduce the wing load).....certainly works. I have lost altitude and been questioned by ATC afterwards, but felt too embarrassed to say why. Luckily my wife is an ardent flyer. Peter

A hidden gem.

Should have mentioned the MT prop, which is a great upgrade as well. And weren't these older Malibu's the ones with the better Gar-Kenyon gear?

dantdm????!!!

Another great episode!

I love the pa46 I would love to apprentice in an aircraft like this.

Really enjoyed this conversation!

Keep up the podcast! It’s great information

Just wondering where the vision jet fits into this analysis, if at all? It cruises at over 300 knots, seats 7, has a decent range, but can be bought for more like $2.7mm for a newer used model.

Great stuff. Agree that ADM is important for general aviation where the operational regulations (Part 91) are so lax compared with part 121 a.k.a. the airlines. Small world- Joe’s parents are our neighbors and I know Jim from many years.

Good Job 👍

Showed up for a checkout in a Grumman Tiger at Ma Woods Aviation in Honolulu wearing slippers. Late 70s. Instructor was WWII pilot who reamed me about what would happen in the case of an engine fire. Always wore workboots after that. Got to do touch and goes on Ford Island in Pearl Harbor what a bonus.

Not to go off topic but I’m wondering how this guys wife learned not to tell him no 😮🤔

Whatever's you do with the piston, don't lean on the ground/s

Joe-I certainly enjoy your podcasts and also yours and Deana's hospitality at M-Class earlier this year [we are going to miss the upcoming one]. I also appreciate your enthusiasm for the turboprop PA46. As you know, I ended up going with a new M350 vs a used M500. largely because I prefer new to used [and could not afford a new M500], and while the piston does indeed have its limitations, I think that prospective turbine buyers need to be aware that it is not all rainbows and Unicorns when you make the TP transition. In particular, while maintenance events may be less frequent in the TP [and I would love to be able to "only" pay $500 per oil change here in the west, and yes, we average 7-8 oil changes per year...] the potential for astronomical maintenance events in the TP is several orders of magnitude greater than in the piston PA46. A cursory search of PMOPA posts will uncover numerous examples of $100K-plus annuals, and the occasional several hundred-thousand-dollar event. That is some serious, serious coin...and is really not unusual at all in the TP world. One of my good friends owns a TBM 850, his "Usual" maintenance is around $40-50K/year but this year he is looking at an Annual of somewhere around $160K plus other expenses due to a need to change the PWC-supplied engine inlet. And BTW, he an A&P/IA so is able to do a fair amount of the work himself, so the cost for the rest of us would be greater. This is just a fact of life in the TP world-add an extra zero or three to the parts costs compared to piston. Something you need to be prepared to deal with if and when. I think it would be helpful for you to interview TP owners who have owned their aircraft for several years to give prospective buyers a better idea of true maintenance cost and operational outlays. The last thing you want to do is buy a plane that you then become reluctant to fly because of the $$$ involved. I've seen it happen and I'm sure you have, too.

Why Syracuse of all places to train? Just curious bale cause I base out of ksyr and I'm interested in owning a pa46

These cost as much as some older turbine aircraft.

Heading there…

Save your money, Joe. Based on Boeing's performances lately, and now the strike, you might be able to buy them out of bankruptcy and become the OWNER of Foreflight. LOL.

Avoid anemic, be the guy who looks like he knows where to spend his money and knows something about airplanes, go Epic E1000.

❤

How gauche to go from a converted turboprop to a factory turboprop. I bet your butler won't even talk to you anymore. 😎