Discussion in 'General Topics' started by RDoug, Nov 13, 2017.
We had a 402C lose both engines due to fuel starvation when I was at Cape Air, but that was caused by a stuck fuel selector.
Im a little ignorant here, so please educate me. All of my Jet-A is single point. All of my 100LL is gravity. Is the gravity nozzle for Jet-A not a different size and shape from a the 100LL? Like shouldn't the Jet-A nozzle not fit in the standard 3-4 inch hole that 100LL aircraft have?
Nope, it's not like a car with different nozzles with diesel and unleaded.
Diesel/Jet A nozzles are bigger
Not every FBO does. Some have the duck bill nozzles on the Jet A hose to prevent miss fueling. But some that mostly deal with Jet A aircraft use the standard round filler end because it’s easier to use.
Exactly. This is a widespread problem for a reason. And the FBO industry doesn't seem too concerned with correcting it.
I want to see the 49 page threads on said GA forums of you roasting their unborn fetus for said cowboy crap.
Nah, I generally just ignore it. No fireworks for you to see. As Derg says, sometimes the horse just won't drink the water.
Good idea. I browse beechtalk occasionally and most of those guys are complete morons. It’s not even fun to troll them.
Most of the owner/operator guys there also have a strange jealousy/hatred towards pro pilots. Most rich people are weird.
I tried briefly on the Mooney forum when I first bought my Mooney a few years ago. Just basic concepts like how to fly a safe approach speed. They were constantly passing around crazy ideas like flying every approach at 90 knots because "the plane just likes that speed." When I mentioned that perhaps these crazy rules of thumb were why Mooney drivers were constantly going off the end of runways, and perhaps something like 1.3Vso might be more appropriate, you'd think I'd dropped my fly and pissed on the Virgin Mary or something. So I decided to just let them get themselves in trouble instead. More hull losses just means my hull value goes up, after all. Supply and demand.
I have had some close Jet A in the 421 calls myself. To be fair a 421 does look similar to a Conquest I to non airplane person.
To be fair, they’re identical. But there’s like, what, 50 C425’s flying around the country?
They're not exactly identical. Cabin is a bit different. But the biggest difference is, you know, the the turbine engines that any decent fueler should be able to recognize. If you don't have big exhaust stacks coming out the sides, it's not a PT-6.
The most notable difference between a 421 and 425 is the horizontal stabilizer. The 421’s is straight, the 425’s horizontal stab has a slight upward “v” shape.
The Conquest II is slightly larger than a 421 or 425 Conquest I
Agreed, but as has been pointed out (and I’ve seen first hand) most fuelers don’t seem to have any idea what a “turboprop” is, much less how to identify one.
No kidding, I never noticed that dihedral. Thanks.
Ahhh, my dream airplane. I want that even more than I want a light jet. From Atlanta to Vegas non-stop, even in a headwind, something no single pilot jet can accomplish. Someday.
And a wonderful airframe. I’ve only got a handful of hours in a 441 (with -10’s) but they were great.
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