Zanshin S. For sure. Glad you got something out of the video. The jetPROP is an amazing machine. Also, we uploaded another video describing the startup sequence that you might like.
TheFlightPractitioner Thanks for the input. We also made a video about the complex start procedure you might be interested in. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-G2s-SqMWnnc.html
Batt Mann. I’m glad you liked the video. When we were looking to buy and comparing the two there wasn’t a ton of information on them from owners. We thought we’d try to give back and make the decision a little easier for the next guy.
Austin Gunn thanks for the input. When we were researching the plane it would have been nice to have some videos like this available, so thought we’d put one together on our experience with it. We couldn’t be happier with the plane.
I think what you're doing is great. I'd love to see more! Did you buy your jetPROP already converted? Or did you do the conversion yourself? Also, I was curious to know about the pressurization. Have you had any hiccups with it? Does it keep up? Does the Mirage airframe handle the pressurization better than previous models? What's your typical mission length? Have you been happy with maintenance and operating costs? Sorry to bombard you with questions! Anytime you're around KPVU or KSLC, you let me know. I'll buy you dinner if you let me take a peek inside your machine. What a beautiful bird!
Sure! Let’s see if I can get all your questions answered. We bought it already converted with some time on the engine. The pressurization system has been flawless in function. We usually get 5.2 psi, although it’s supposed to hold slightly higher. We may rework the door seals sometime to see if we can get 5.3 or 5.4. I can’t speak to the precious airframes on pressurization. Our average mission is about 700 nautical. We’re based out of KIDA and have flown to Austin Texas, Lake Powell, Chicago, and Southern California. We made it to Chicago (3ck) non-stop (1045 nm). Maintenance for the most part has been pretty good. We haven’t replaced much yet, but we’ve been surprised at the low cost of tires. The retrofitted batteries may prove problematic, but we’re not sure yet. We had to replace them when we bought it, so we won’t know for a bit on longevity. We were quoted something crazy for a fuel cap. Like $2,000. Generally maintenance has been about what we expected, and operating costs are very low for the performance. The fuel burn is remarkable. Did you see our other video on the startup procedure? You might find it interesting. And we’ve had it in SLC and KPVU plenty. It’ll be a few months before we have it there again.
Cannon Smith $2K for a gas cap?! 😂 That's unreal! I appreciate your responses. I had heard about pressurisation issues with window blow outs in previous model years. Glad yours isn't an issue! You're based relatively close! I've got my eyes on a DLX, even a DL with a -21 in it if there's a good one lying around, but that's a long way off. I'm still a beginner pilot at U42, south Salt Lake, doing considerable research for the future. I'm a big fan of Rocket Engineering - love the jetPROP and the Royal Turbine Duke.
You can control it if you want, but in normal operation you simply feather before shutdown and take it out of feather before startup. This arrangement allows the prop to be feathered without shutting down the engine. That allows an idling engine without prop wash, which is not the case with the meridian. This is nice when starting with a GPU or when you’re offloading passengers or baggage without shutting down the engine.
RoyDu812. That turns into a pretty complex question in a hurry. Depends on mission, budget, likelihood of training IFR later, and many other factors. Are you thinking single engine piston? And what are you willing to give up for the speed? Money, comfort, simplicity?
Thanks for your response. I was speaking in general terms. Which "used" single engine plane, VFR only, that would give me the fastest speed. In the video they mentioned Cessna 206 but I was wondering if there may be a faster single engine plane for instance piper Malibu.
RoyDu812. I won’t be the best to answer that question, but we also have a turbonormalized Bonanza v-35 that at 17,500 ft trues 202 kts at a 15 gallon burn. Also, try doing some research on some of the Mooney models.
Mooney's and lanceair's. Without stating any mission parameters, price point etc. You will not get the answers you are looking for. Aircraft are mission based. You fly the plane that best fits your mission the closest most times.
Kyle, being able to climb out of the weather and cruise at 27,000 feet at 260+ kts burning 30 GPH of jetfuel is pretty amazing. Also, compare the reliability of a turboprop vs a piston. It’s in a new league altogether.
@@MrCannonls Yeah but by that point why do it a Malibu and just get a Turboprop conversion of a Bonanza? What I question is why would you bother with this when you can't carry anyone or anything with full fuel.
Kyle Goodman. If your mission is to carry a few people over long distances, the JetProp would be a poor choice. But to move pilot and 1 passenger quickly, safely, out of the weather, over long distances, and with low hourly costs, the jetprop is top of its class. If you need to carry more weight and are ok with higher operational costs, just get a Meridian. As for the bonanza conversions, I don’t know their stats so I can’t comment. Just that I’ve seen conversions without pressurized cabins, and that doesn’t make sense to me as the turboprops find their efficiencies up high.
150-200lb ft only equates to 4lbs an hour? I find that surprising to be honest. I would think it would be more significant than that. 4lbs an hour from what baseline? Edit: Whoops, I misheard. 4 gallons an hour. Nevermind.
You'd have to cut back to 400 mile legs with more people. One refuel to Telluride, two to California. If you are thinking commercial, well pony up for the TBM. Smooth power, more of it, extreme reliability, less maintenence. Reliability and power. That is worth it...... if you can afford it.
