Key limes back in the news.
- Thread starter gne in prog
- Start date
HVYMETALDRVR
Well-Known Member
High elevations and heavy in Colorado? probably not getting much performance...
It's turbo charged. They do great on one engine.
HVYMETALDRVR
Well-Known Member
z987k
Well-Known Member
The pa31-350 does very well on one engine.
Boris Badenov
This is no laughing matter.
FWIW, the story was filed from Colby, KS, elevation 3187ft. Presumably not too far from the crash site.
z987k
Well-Known Member
Ya, but I don't think Kansas has big DA issues in January.
ppragman
FLIPY FLAPS!
Unless you have the BLR kit which ups the MGTOW to 7368...then it does "OK" at best on one engine - and marginal if it's warmer than 50°.
Boris Badenov
This is no laughing matter.
Oh I quite agree. And 3000ft ain't exactly Nepal.
I have just shy of 1000 hrs in a Chieftain. Did more than a few check rides, including my ATP in it. It does just fine on one.
KSCessnaDriver
Well-Known Member
Hell, even up in FLG, at 7000ft MSL, I didn't feel totally screwed going single engine.
My experience was the exact opposite. The ones I flew (-325CR, -350) didn't mind SE ops at all. SE go arounds were a non event, as long as you didn't cram the throttle all in at once.
ShyFlyer
CAP Member
Not to mention stuff about pie. Mmmm....pie.
According to my logbook I've got 22.6 hours in the accident airplane. Most of the KLA 31s have the BLR kit, however a Navajo bulked out with Amazon Prime, other UPS freight, etc, is going to be about 1,000 under gross. Having lost a motor in a KLA Navajo up around 9,000 feet before, I can tell you that I didn't need to descend until I was closer to an airport.
Running out of gas? Certainly possible. SOP was to top off all 4 tanks in the outstations, operate the evening flight back to DEN, then fly back out in the AM with the remaining fuel. Done right one had about a 90 min reserve on landing. Done wrong, well, who knows. As I recall, taxi, take off, and climb was inboards, cruise was outboards, descent and landing was inboards. Numbers escape me but the inboards are definitely the larger tanks.
If you weren't paying attention hitting the center stop on the fuel selector, the one that says "OFF" wouldn't be hard to do, and apparently the last one that KL put into a field was found with both selectors in that position. If one couldn't figure out how to look down at the fuel selector the moment something stopped running, well, maybe flying airplanes shouldn't be your thing. Or perhaps my 900 hours of PA31 in SE AK has just trained me well. Anyways, the rumor was one of the owners jacked up the airplane, dropped the gear, put on two new props, and flew it out.
The usual morning flight to western KS is DEN-GLD, which a truck from both Burlington, CO, and Colby, KS meeting the aircraft at GLD. If their was too much freight for one airplane the route would be split with one airplane going to Burlington, the other Colby. If I was doing Colby my usual MO was using the standard canned flight plan to GLD, then cancelling and continuing VFR. LYM169 is the canned flight plan DEN-GLD-DEN.
Running out of gas? Certainly possible. SOP was to top off all 4 tanks in the outstations, operate the evening flight back to DEN, then fly back out in the AM with the remaining fuel. Done right one had about a 90 min reserve on landing. Done wrong, well, who knows. As I recall, taxi, take off, and climb was inboards, cruise was outboards, descent and landing was inboards. Numbers escape me but the inboards are definitely the larger tanks.
If you weren't paying attention hitting the center stop on the fuel selector, the one that says "OFF" wouldn't be hard to do, and apparently the last one that KL put into a field was found with both selectors in that position. If one couldn't figure out how to look down at the fuel selector the moment something stopped running, well, maybe flying airplanes shouldn't be your thing. Or perhaps my 900 hours of PA31 in SE AK has just trained me well. Anyways, the rumor was one of the owners jacked up the airplane, dropped the gear, put on two new props, and flew it out.
The usual morning flight to western KS is DEN-GLD, which a truck from both Burlington, CO, and Colby, KS meeting the aircraft at GLD. If their was too much freight for one airplane the route would be split with one airplane going to Burlington, the other Colby. If I was doing Colby my usual MO was using the standard canned flight plan to GLD, then cancelling and continuing VFR. LYM169 is the canned flight plan DEN-GLD-DEN.
z987k
Well-Known Member
But the pa31 has those nice "hey switch tanks NOW!" lights up on the center glare shield. Fuel pressure lights I think is when piper called them. When one came on you had like 5 whole seconds before that engine started surging.
ppragman
FLIPY FLAPS!
Did you fly one with the BLR kit or with the Panther conversion?
FloridaLarry
Well-Known Member
mshunter writes, in part:
Coming from the Mile High City, does this have anything to do with the Mile High Club?
Does sex on a plane on the ground in Denver qualify one for this club?
Coming from the Mile High City, does this have anything to do with the Mile High Club?
Does sex on a plane on the ground in Denver qualify one for this club?
The -350 was a Panther. But neither had the BLR kit.
