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Read to the end of the sentence. By implication, what it says--and I realize this is hard for you to understand, because it involves a rhetorical device--is that even when you believe you have the lowest risk, and are absolutely confident, and have performed your entire ADM inventory, your risk...

I applaud your judgment so far. Here's an idea: wait until you have a plane that makes sense for this trip. A turbocharged piston twin with a single-engine service ceiling over 12,500 feet, and built-in oxygen, would do the job. Nothing less is appropriate; not even close to appropriate...

Does some of the confusion here come from the 135 situation where the "acting" PIC logs PIC time, even if he does not manipulate the controls? This might tend to blur the distinction between "acting" and "loggin" that is so clear in 91 ops. Or am I confused, too?

Back onto the hobbyhorse for me! Last shot at it (much relief in the readership). A B-58 is a great plane, just great. But it has certain serious problems. These start if there are more than three people in the plane; and they get rapidly worse if you have to climb over 10,000 feet in icing...

Tony, do not get me wrong--I think of all the alternatives, the only piston he should consider is a 421. Still, the turbines are the way of the future, and unless the OP wants to take the risk of buying a dying animal, he should not go with a piston. Notice I'm not recommending a twin...

Just out of curiosity, does anyone agree with me that these legs should be flown at 45% power? You are building time, after all.

You can count on at least $1200 an hour for a B200. Realistically, it costs $350/hr to run even a Seneca V, and that is if you are flying it yourself, and going 160 kts. Your dollars per mile per passenger are actually less in the B200 even if you are carrying only 4 people. The comparison gets...

Cabin class pistons are no longer being manufactured. It is a mistake to assume that this is a terrible oversight by Cessna's management. Do yourself a favor and buy a new King Air. I have spent years looking at this question, after traveling up and down the east coast on business using...

I think the practice of incremental flaps is taught out of inertia; it originated in the "paper aesthetics" of the approach. It just "made sense" to slow down a bit on each leg, and add flaps a bit on each leg, and so forth. But I think it is a bad practice. In instrument flying, we set up a...

:redface: I couldn't fly it this precisely in my dreams! But, the exercise was kind of useful: the spreadsheet results helped reveal why the AFH recommends the distances it does. What was interesting to me about this was that even if you fly the whole pattern at 110 kts, which is pretty...

Does this work as a quantitative approach to the OP's question? The geometry of the pattern, combined with the turn radius equation, yields the answer (for no-wind conditions and a given bank angle). If you want to turn max 20 degrees AoB, and spend 0.2nm in S&L flight on base, here are the...