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

"My accountant told me to buy a turboprop as a tax write off..."????? Holy entitled white guy podcast. Jesus effing christ.

Thanks for a fantastic plane, Eric!

Great to hear of Casey Aviation Services. I am sure that it will be first rate an all of your services. Thanks for your help to the PA46 community and the quality of your staff.

Your videos are excellent. We have a Jetprop and love it here in Memphis TN. I am intrigued by your idea of starting the plane in feather. I have also heard you speak of prop,feathering in relationship to shutting down the engine and protecting from FOD. Could you summarize the pros and cons and potential gotchas of starting and stopping the engine in feather? I am interested in trying to start in feather and leaving the door open until turning in the air conditioner. Would this increase the ITT on start and be rougher on engine when heat soaked? Are there other concerns or parameters to be mindful off when feathering? Also during cruise any similar thoughts on prop rpm? Thanks John Freeman N350BR

Do you have any information that explains exactly what will be taught at this class? In the video the only thing mentioned was a discussion of PA-46 accidents.

Joe, are you guys going to have an Avionics shop as well? Very excited Casey Aviation is adding this to the business model!

I took delivery of JetProp #26. Back then it was N126SR … now it’s N26TF. The whole experience flying with Darwin Conrad was amazing. The engineering of the header tank and ALL the details that go into the conversion is amazing. The safety record is admirable.

We need the sequel :)

Happy to be your first annual!

The jetprop is a paid in the ass to work on. Structurally the aircraft is not a meridian. Work on both and the meridian is a much much better design. Rocket engineering is horrible at supporting the stc as far as parts go. Yep im an A&P and work on both.

Good timing on this video, we are about to do a full panel upgrade on our Jetprop so nice to see one in action!

$897k. Wonder what it's UL is?

Great discussion thanks 👍 Very well done! Everyone who flies even just “similar” aeroplanes should watch this.

How do you handle the excess AS at engine out? Trade it for altitude straight ahead or initiate a turning climb back and trade the AS in the climb?

Thank you for the shout out to Shepherd! Great podcast!

More money than brains and then you mix in weather with an airplane that regularly touted as an "all weather airplane" by salesman

I believe you're wrong about the trim. I have over four years flying the Alaska Bush. The highest crosswind in the 207 was in Kipnuk AK. 32 gusting to 40 by AWOS. In the 208B at Tununak AK. 29 gusting 34. That one was buy the airspeed indicator pointed into the wind. Both was done on the old runways not the new ones they have now. All the village runways we landed at except one was gravel. Gravel runways allow you to land in a much higher crosswind contrary to popular belief. There is a lot of flap manipulation before landing and during takeoff. Now first of all you would never take one of those(the Piper) and land on the village runways even if they were long enough. Low wings sucked with snow berm on the edge of the runways. Especially in crosswind. But the basic technique is the same. I would always put my trim in the normal position for takeoff whether there was a cross wind or it was calm. JMHO.

I prefer the Eclipse 550 :)

What a fantastic discussion, thank you! I looked into the JetProp awhile ago. The useful load was the show-stopper for me, although the cramped cockpit was a contributor. It really bothers me that (anecdotally) people seem to operate the JetProp as if it had actually gotten that 400-pound gross weight increase. Speaking of the cockpit: one thing I really wish would happen in the PA-46 in general would be some retrofit side panels for the cockpit area. The old ones have a ledge for the outboard arm rest, and then the panel goes sort of straight down. The newer ones have a scooped side panel with an applied arm rest. This gives an extra couple of inches of crucial hip room.

Hi Joe. I'm a private pilot SEL and glider, but inactive for many years. YES, I still consider myself a pilot. I have seen you many times on the Taking Off channel. I watch many aviation RUclipsrs for entertajnment. But each time I see you, I learn something. I just stumbled on your channel and I'm glad I did. You are now on my favorites list. Good luck with the channel.

When it comes to STCs… Rocket Engineering powers planes better than any airplane factory can…. Often, the airplane factory buys the STC after the engineering work is complete…. Mooney Missile, Rocket, Eagle, an Ovation are all products of successful Rocket Engineering upgrades… RE is known for taking great engines and combining them with great airplanes… If RE put a turbine on a Mooney Ovation, I would stand in line for the STC. 😃

Ok, now do lean of peak vs rich of peak lol. I enjoyed the podcast, but you touched only briefly at the end on something that is really important to my 90% mission: short field performance. The Jetprop, with its lower MTOW, really excels in short field operations. Like, not even close according to the book. Being based at a 2500' strip, the Jetprop would be suitable and the Meridian would be marginal. Now... how to stage a Jet-A fuel farm here....

I was looking to buy a Meridian, 4 out of 5 had ripple in skins from over stressing. Ended up with a Jetprop, happy i did. Haven’t seen any wrinkled skins on Jetprops.

100% reliability, nothing breaks between annuals. Batteries can be removed in less than 10 minutes

All of that simplicity on the Meridian is good but it comes at a price. Much more to go wrong and much higher. Maintenance expense

There needs to be a Meridian guru as well

My dream airplane for sure!

Any of these aircraft using that crap SAF fuel?

I have been in turbulence in a Pilatus PC12 where the King 225 will disconnect, the takeaway is you MUST be able to hand fly in turbulence and not rely on any AUTOPILOT. If you can’t you must not fly IFR or in weather. By the way, My Jetprop King KAP150 will hang in there as long as the one in the Pilatus.

If you use Foreflight and have your glide ratio set in the settings (mine on the Jetprop is set at 18:1, but it will do 20:1 when at light weight. ) the beauty of the Foreflight is that you can have a glide ring that compensates for winds, always around your airplane. Sometimes the closest airport isn’t the best bet, it might be the downwind airport. The other thing is to have a VNAV set to the landing runway and you will always know if you will be short or have extra altitude. This is especially important if the winds at the surface are different than at altitude, this is normally the case as winds usually change at 2,000 AGL

Hi Joe, great refresher. With Ron Cox we always do a simulated engine failure and a rollback, many times 30-40 miles from the airport. Deanna, I have had the don’t make any engine changes below 500’since my student pilot days in 1974, good input.

After 15 min I have learned nothing. Is it worth watching?

Hi Joe. I know the majority of your listeners are probably experienced turbine pilots but there are those of us who aren't. I've heard of the manual override switch, but I don't know how it works. I also don't know the difference between engine failure and rollback. You seem to fall into the habit of assuming a lot of prior knowledge from your listeners and I wish you would explain more of the basics at the beginning of these conversations.

One pet peeve is when people report altitudes as "10 thousand for 8 thousand". As someone else listening on the frequency it seems to happen pretty often that the first number gets mumbled or chopped off or I just didn't catch it. So I've heard their target altitude, but I don't know if they're climbing or descending. And I generally want that information. And I do hear confusion with ATC about this sometimes. I chock this one up to laziness. It's just as easy to say "10 thousand descending 8 thousand" and helps with comprehension with ATC and everyone else on frequency. It seems like people think it makes them sound slick. I think it makes them sound sloppy.

Totally agreed about reading back frequencies as "twenty seven eighteen" or whatever. As a student pilot (I think a lot of less experienced pilots think this also), I was taught that it wasn't the "right" way. In general I do think we should be doing things the right way on the radio, but in this case, it's helping with brevity and accuracy so I think it should be the right way. And you definitely hear most professional pilots say it this way. It's not just showing off or being anti-authority. It really is useful.

I tell everyone that you can’t explain Airventure you have to experience it ! Look forward to seeing all y’all there. I’ll be camping in the Warbird area. I’ve done both , staying offsite and camping. Prefer camping because you never have to leave.

great job ladies....

Great video. I hope to maybe see you at Oshkosh! 😅 Cheers 🥂

I envy those who will experience the wonder of it all for the first time. I've been an AirVenture volunteer tram conductor for over 16 years now and every year means new friends, old favorites and great aviation immersion. If you're on one of my trams do say hi.

Moving up question… Going from a Mooney Ovation to possible JetProp… Are people comfortable basing a JetProp on 2k’ runways? If using beta has a higher risk of FOD ingestion…. Is the 2k’ runway not a good idea…? 😃

Learning to crab on takeoff was definitely an "ah ha" moment for me.

Asking 5 mill, heck a of deal in bidens economy

Too pretty to throw a dead moose in so I’ll pass

Absolutely gorgeous

I want to go to the next, Fall 2024

Beautiful airplane!

Such a great video! Love your teaching style, wish you were close by. I would definitely take classes from you.

Useful load of probably barely 1100lbs