Podcasts about airplane intel podcast

This time, we interview A&P/IA Dean Showalter to get an introduction to aircraft maintenance for airplane owners. We'll cover everything you need to know about maintenance from inspections and overhauls to preventative and owner-assisted maintenance, to upgrades and STCs. Plus, how to save money with your aircraft's maintenance. If you're an airplane owner or plan to become one, you won't want to miss this!This podcast is all about aircraft ownership. Like it or not, maintenance is an inevitable part of ownership. Unfortunately, maintenance is often the most expensive and misunderstood aspect of ownership. It is often the source of anxiety, frustration, and contention. However, with the right knowledge and a good team on your side, it doesn't have to be that way… The truth is your aircraft requires maintenance regardless of how much it flies. All aircraft must comply with scheduled inspections such as annuals, phases, or letter checks. They must also comply with the replacement of life-limited parts such as landing gear assemblies, engine components, and safety equipment. Of course, aircraft will inevitably require unscheduled maintenance such as troubleshooting, component replacements, and servicing. In other words, there's no way around aircraft maintenance. For most, aircraft maintenance is overwhelmingly mind numbing. It can be both complex as well as convoluted. Some maintenance is only performed on condition, while in other cases, it is accomplished on a specific schedule such as hourly, by calendar date or by cycles. Likewise, some maintenance events are required by regulation while others are mere recommendations. Knowing what maintenance to complete and when, is vital to keeping your aircraft safe, compliant, and airworthy. The next hurdle to overcome is finding a qualified, capable, and competent maintenance provider to perform maintenance on your aircraft. Some maintenance providers are certified by the FAA as a Repair Station under FAR Part 145, while others operate under the less restrictive FAR Part 43. How do you know which shops you can trust and which ones to run away from? In today's discussion, we are going to cover everything you need to know about maintenance as an airplane owner. We'll help you understand what maintenance is required versus what is recommended, show you where to find maintenance and inspection information for your airplane, demystify some common terminology used in aircraft maintenance, give you advice on how to select a quality mechanic, and show you ways to save money on your maintenance with preventative maintenance as well as owner-assisted maintenance, plus a lot more.Our guest today is Dean Showalter. Honestly, I can't think of a better guest for this topic. I consider Dean a great friend of mine; he's probably the nicest A&P/IA I know and is also extremely knowledgeable and experienced with it comes maintaining GA aircraft. Dean has been fixing and flying a large variety of piston-powered airplanes in the Shenandoah Valley of Virginia for 27 years. As an A&P/IA and pilot who loves planes and people, Dean has found there's an endless supply of adventure and inspiration in general aviation. He hosts the Airplane Owner Maintenance podcast, which has put him in touch with so many amazing people around the country and beyond. In fact, I met Dean through his podcast, so I'm really excited for our conversation today. So, without further ado, let's get into today's interview.

This week, we catch up with Joe Casey of Casey Aviation to find out everything you need to know about the Piper PA-46 lineup. We'll dive deep into the entire lineup from the early Malibu to the present-day M600 and everything in between. If you've ever wondered if the PA46 is the right airplane for you, stay tuned to find out.Check out the full show notes hereSend us your questions and feedbackSupport us on PatreonCheck out our Airplane buyer ChecklistToday we're diving deep into the entire Piper PA46 lineup, from the first-generation Malibu to the second-generation Mirage, the unpressurized Matrix, and the latest M350. We'll also unravel the turbine PA46s, including the JetProp, Meridian, M500, and M600. The Piper PA46 is one of my favorite aircraft, but it is often overlooked by many prospective buyers. In my interview with Joe Casey of Casey Aviation, we're not only going to discuss the features, benefits, specs, and performance of each model, we'll also shed some light on the common problems and shortcomings so you can decide whether the PA46 is the right choice for your mission. We'll also demystify transition training, cost of ownership, and a lot more. I'm really excited for this interview; without further ado, let's catch up with Joe Casey.

Today is a sad day for aviation, and to be honest, it’s a very sad day for me, too. It is with regret and a very heavy heart to report to you the original Prebuy Guy, Don Sebastian, my good friend and mentor, passed away peacefully in his sleep over the weekend after a long, yet tenaciously fought battle with cancer. Don took me under his wing when I was a young A&P when I got out of the military. I’ll always remember the drive I made to meet him for the first time from Florida to North Carolina. My relationship with Don truly changed my life. He taught me just about everything I know about prebuy inspections, aircraft ownership, and even fixing and flying airplanes. In fact, he practically invented the word prebuy. Don was basically a walking and talking aviation encyclopedia, recognized by AOPA, EAA, and NBAA along with many other organizations for his innovation, knowledge, and willingness to share his passion with others. On a personal level, Don helped jumpstart my civilian career in aviation and as many of you long-time listeners already know, he was instrumental with the inception and production of this podcast. More importantly, however, I’ll always appreciate Don for treating me like an equal, despite our gap in both age and experience. I believe I owe a lot to Don, both professionally and personally. He always treated me with respect and was excited to watch me grow. He helped me make many important decisions throughout my career and encouraged me to keep going when things seemed uncertain or impossible. Don truly loved aviation; it was undoubtedly his one true passion in life. I’ll always remember Don’s eyes light up and the upward inflection in his voice whenever we’d talk about airplanes or working together on a new aviation project. Don’s absence will leave a hole in my heart and a permanent void in the aviation community… Don, you will be sorely missed by myself, our faithful podcast listeners, and the entire aviation community. My thoughts and prayers are with your family. And now I ask everyone listening to join me in a moment of silence… Thanks again everyone for joining me today and for your continued support. Normal podcast episodes with resume in the coming weeks. Until then, please stay safe and take care.

This week, we interview the owner of several popular light jets to learn to the pros and cons of jet ownership. He’ll share a ton of advice and compare features and benefits of some of today’s most popular private jets plus a lot more. If you’re thinking about flying or buying a jet, you won’t want to miss this! Check out the full show notes hereSubscribe to our YouTube ChannelAsk Us your QuestionsSupport Us on PatreonI’m very excited for today’s guest, Mark Hangen. Mark is an extremely interesting guy and experience jet pilot and owner. I think you’ll really enjoy our interview as well because we cover a lot of common questions and topics from folks looking to step up into their first jet. We will cover a lot of ground during our interview such as how to buy a light jet, including mission and market considerations, how to train and build time in a light jet to combat today’s tight insurance climate, the pros and cons of dry-leasing a jet rather than owning one outright, as well as managing and maintaining your new jet in the most cost-effective and efficient manner. We’ll also be comparing the features, performance, and mission profiles of the most popular light jets on the market – the Citation Mustang, 550, 560, and 525 Citation Jet series and why they remain competitive and desirable among owners and pilots despite increased competition from the Embraer Phenom, HondaJet, and Pilatus PC-24. Today, we’re speaking with Mark Hangen, the founder of an innovative commercial ice machine company based in Michigan called Easy Ice. Mark knows ice almost as much as he knows airplanes. Mark has flown and owned a wide variety of aircraft throughout his career, including piston singles, light twins, and large turboprops like the Turbine Commander. Mark’s not only the CEO of Easy Ice, but also its Chief Pilot. Today, Easy Ice operates multiple light jets including the Citation 500-series, Citation Mustang, and the Citation CJ2.

One of the most widely asked questions we get is, “What will it cost me to own and fly this airplane?” Along with other important factors, having a good idea of what it’s going to cost you to fly, maintain, and own a particular airplane is critical to your success as an aircraft owner or operator. Remember, the purchase price of an airplane is just the cost of admission… While you may be able to afford purchasing the aircraft, there are other ownership cost variables to consider including total acquisition cost, annual fixed costs, and variable operating costs.Check out the full show notes hereSubscribe to our YouTube channel hereSupport us on Patreon hereSend us your questions & feedback here

Check out the show notesAsk us your questionsCheck out Coflyt for freeI’m very excited for today’s guest, Adam Meredith, the President of AOPA Finance. We interviewed Adam back in episode 47, but a lot has changed since then. Adam is going to break down why you might want to consider financing an airplane as well as what financing options are available. Adam will then walk us through the process of financing an airplane so you can avoid some common mistakes. Finally, Adam will give us an update on used airplane market trends and share some interesting tips of aircraft buyers and owners.

Check out the full show notes hereGet a Free 60-day trial of CoflytSupport us on PatreonAsk us your questionsWatch us on YoutubeHappy Holidays and welcome to the New Year edition of the Airplane Intel Podcast, we’re an aviation podcast about the ins and outs of airplane ownership. I’m Adam, I’m a CFI, A&P/IA and cofounder of Airplane Intel. If you’re a long-time listener, welcome back, it’s great to see you! If you’re new to the show, welcome aboard, it’s great to have you along for the ride! On the show, we compare airplanes, interview aircraft owners and industry experts, and of course, share our real-world experience as professional pilots, mechanics, and inspectors working in the field everyday with airplane buyers, owners, and operators.A few weeks ago, I was invited to Pensacola, Florida to meet my friends and long-time supports of the podcast, Tal and Pace Clark of Coflyt.com. You guys all know how much I love Coflyt, a really neat desktop and mobile app that helps you manage your airplane. So when I was invited out to Pensacola, I was pretty excited. While there, I met up with Tal and Pace, got a tour of Coflyt headquarters, saw the Blue Angles practicing in their new F/A-18 Super Hornets, and had the privilege of meeting today’s guest, Mr. Roy Kinsey. Roy is an amazing guy – not only is he a respected attorney here in Florida, he also owns and flies three airplanes – a Mitsubishi MU-2, Cessna 140, and get this, a Boeing Stearman! Roy will share what it’s like to own these airplanes and gives us a unique perspective into how airplanes can be used to give back. Roy is an inspiration to me as well as many others. I hope you enjoy this interview as much as I did.

Check out the full show notes hereSupport us on PatreonSend us your Questions & FeedbackCheck out Coflyt for 60 days free!In today’s episode, we’ll catch up with aircraft logbook expert, Larry Hinebaugh to talk about why you should care about your aircraft’s logbooks, how to improve them, how to avoid common mistakes, and how to ensure all the appropriate information is there. Guess what, guys… As the aircraft’s owner or operator, you’re responsible for proving the airworthiness of your aircraft, and the only way to do that is with your aircraft’s logbooks. All maintenance, inspection, and even preventative maintenance events must be recorded in the logbooks with an approval for return to service for the aircraft to be deemed airworthy again. Remember, if it’s not documented, it didn’t happen! Not to mention, 30% of your aircraft’s value lives in the logbooks making them almost as valuable as the aircraft itself. This is true whether we are talking about a Cessna 152, a King Air, or a Gulfstream G650. Now I realize that talking about logbooks isn’t as fun as say making a cross-country flight or even … Don’t worry, Larry and I will do our best to keep this discussion interesting, entertaining, and enjoyable as well as relevant to your experience as an owner or operator. So, without further ado, let’s dive right into it.

In today’s episode, we’re talking about all about the pre-purchase inspection—what it is, what it’s not, and why it’s a critical step in the purchase process of any airplane, from a Cessna 172 to a Gulfstream 550. I’m also going to share 5 tips for finding and hiring the right prebuy expert as well as five big-ticket items to look for when doing a prebuy that are often neglected. We’re also going to hear from my favorite co-host, Don Sebastian—the original Prebuy Guy. In fact, he practically coined the term prebuy! So I’m very excited about that.

In just a moment, we’re going to catch up with our guest, Jason Zilberbrand, President of VREF. For those that may be unfamiliar with VREF, VREF Aircraft Value Reference & Appraisal service delivers aircraft, avionics and engine valuation services for General Aviation, business aviation, and airliners through its printed and online publications. Most notably, VREF provides quarterly pricing guides and real-time value data for aircraft owners, operators, and aviation professionals. If you are in the market for an airplane, changes are you’re very familiar with VREF as it is a trusted resource for AOPA members. Whether you’re looking to buy an airplane or ready to sell your current one, VREF should be your first stop in determining what your airplane is worth or what to sell for.Our guest, Jason is VREF’s president and is an Accredited Senior Aircraft Appraiser with the American Society of Appraisers (ASA), an Accredited Member of the Appraisers National Association (ANA), and an Accredited Member of the International Society of Appraisers (ISA). Jason is also an Expert Witness, aircraft broker, inventorying dealer, acquisition agent, aircraft owner, aircraft operator, contract negotiator, consultant, teacher, conference speaker, and author. In other words, Jason is the perfect person to talk to us about what’s going on the used aircraft markets…

Tal will share his his perspective as a Beechcraft Baron owner. We’re going to cover everything you should know about twin aircraft ownership from pilot training, maintenance management, ownership costs, performance, specs and much more. Tal will also share his wisdom and hard-learned lessons as an airplane owner. If you’re in the market for a high-performance piston single or twin, stay tuned!

Access the full show notes hereJoin us on PatreonSend us your questionsCheck out Coflyt.comIn today’s episode, we are covering one of my favorite topics – aviation taxes. You may be asking yourself, “What’s so interesting about taxes?” Well, if you want to save money, reduce your tax liabilities, and maximize your aviation assets, you need to have a high-level understanding of taxes. If you’re planning to purchase an airplane or own one now, whether for business or pleasure, taxes play a major role in your planning and decision making. Everything from sales and use tax, excise tax, depreciation, deductions, and tax recapturing could cost you big bucks without the expertise and guidance of an aviation tax professional.Fortunately, I know the perfect person to speak with on this topic, and that is Sue Folkringa. Sue will reveal everything you should know about aviation taxes to help keep you out of trouble and put more money in your pocket presented in a fun and interesting way using easy to understand, real-world examples we can all relate to.

Contact our Guest, Jeremy CoxCheckout our sponsor, Coflyt.comSend us your questions & feedback!Join us on PatreonCheck out the FULL SHOW NOTES hereComing up, part 2 of our interview with Jet Values Jeremy. If you missed part one, check out episode 74 in your podcast player or head over to the show notes. To wrap up, Jeremy goes into great detail about how to use the pricing guides like VREF and aircraft bluebook digest as well as rules of thumb for determining the value of avionics, modifications, engines, and a lot more. Plus, what to do about missing logbooks and damage history.

When we’re helping one of our clients buy or sell an airplane, a question that comes up virtually 100% of the time is, “how do I know what this airplane is worth?” Valuing an airplane can be difficult and downright dubious because aircraft values revolve around a plethora of variables such as market trends, aircraft condition, aircraft history, total times, modifications installed, and even the integrity of its maintenance records.In today’s episode, our guest, Jeremy Cox, will shed some light on the process of valuing and appraising an aircraft. Jeremy is the founder of JetValues Jeremy and is an experienced pilot, aircraft mechanic, aviation consultant, and Senior Certified Aircraft Appraiser. Jeremy is also a columnist for AvBuyer Magazine.

We’re happy to have you aboard for another episode of the podcast and I’m very excited for today’s interview. Today’s episode is brought to you by our friends at Coflyt.com. Our guest is Tal Clark, co-founder of Cofylt.com, an innovative desktop and mobile app that completely automates and simplifies your aircraft management. As an A&P/IA, I’ve used all kinds of software programs to manage aircraft, but none like Coflyt. The Coflyt app is packed with features and functions that are easy to use, customizable, and very comprehensive. Best of all, it’s affordable, too. Exclusively for Airplane Intel Podcast listeners, Coflyt is giving you a free 60-day trial and 20% off your subscription. Simply head over to Coflyt.com and enter the code PREBUY at checkout. Trust me when I tell you, once you start using Coflyt, you’ll wonder how you ever flew without it!

In today’s episode, we are speaking with the founders of Vision Logbooks to discuss the importance of properly maintaining your aircraft’s maintenance records and how to convert your paper logs into digital so that are safe, accurate and compliant. Our guests, Mark and Larry, are experts in the science of aircraft maintenance records management. They’re here to paint us a clearer picture of the importance of accurate record keeping, reveal how much money owners are losing each year from poor records management, and shed light on some of the misconceptions many owners have. They will also tell us about an innovative solution that will bring your records management into the 21st century. Now let’s catch up with our guests, Mark & Larry from Vision Logbooks.

In today’s episode we are speaking with the owners of a 1995 Commander 114. We’ve had a lot of listener requests to cover this airplane and I think it’s because it’s a very unique airplane and often overlooked by prospective buyers in the high-performance single-engine market. Our guests today, Gary and Todd, are co-owners of a gorgeous Commander 114 and they’re going to share some interesting facts about this airplane, as well as tips for all of you in the market for a high-performance airplane.

At the time of this recording, April 1, 2020, we’re all experiencing a very unusual and unprecedented time with the spread of COVID-19, also called the Coronavirus. Don and I hope you and your loved ones are staying healthy and able to take appropriate measures to stay safe.Is the Coronavirus making this the best time to buy an airplane? If you’re on the fence, I’ll share my opinion as well as give you some tips so you can make the right decision for you.

This week, we interview a Cirrus Aircraft expert to find out the number 1 reason you should buy a Cirrus… If you’re having a hard time choosing between a Cirrus and another aircraft, you won’t want to miss this!

Following the accident in Australia, Cessna promptly issued service letter SEL57-06 which recommended owners of Cessna 210G thru T210R aircraft to determine the operational use of their aircraft, perform the prescribed inspections outlined in the service letter, and report findings to Cessna. SEL57-06 listed two distinct categories for determining operational use—typical usage environment and severe usage environment. An airplane is considered to be operating in severe conditions if the airplane has been engaged in operations at low altitudes such as pipeline patrol, fish or game spotting, aerial applications, police patrol, sightseeing, livestock management, etc. more than 30% of its life or the duration of each flight is less than 30 minutes. The aircraft is said to be operating in the typical usage environment if neither of the aforementioned conditions are met. However, if the aircraft’s records nor the pilot’s personal experience are satisfactory to determine its usage, then the severe inspection criteria apply. The inspection criteria are different depending on which of the two categories the aircraft falls in.

You’re lining up for takeoff on a cool, foggy morning. A recent frontal passage has left behind low ceilings, marginal visibility, and a thick cloud layer. If you were flying any other airplane, you probably would've canceled the flight. As an experienced pilot and airplane owner, you have confidence in yourself and your machine.Cleared for takeoff, you release the brakes and apply full power. The engines spool up quickly and evenly, pushing you ever-so-slightly into the seat. The throttles go all the way to the firewall without a second thought; no need to worry about over speeding or over-temping the engines thanks to the FADEC’s takeoff detent which automatically controls and monitors the engine’s output. With takeoff power set, acceleration is quite brisk. In just a few seconds, and only 3,000 feet of runway behind you, you reach rotation speed of 90 knots. Positive rate, gear up. At 400 feet, you bring the flaps up and bring the throttles into the climb power detent.In the blink of an eye, you’re in the clouds. It’s a fairly benign experience though thanks to the Mustang’s G1000 panel and GFC700 autopilot. Climbing out at 190 knots, you see climb rates close to 3,000 feet per minute. You could get even more with a slightly slower airspeed. In a matter of minutes, you’re through the thick cloud layer leaving you with blue skies and sunshine ahead. After a brief level off, you make it to your cruise altitude of FL350 in just 17 minutes. You could go higher, up to FL410, but today, the winds are more favorable at this altitude.With George doing the flying, you’re left to managing the airplane’s systems, supervising the automation, and talking to ATC. Handoffs come quickly with a cruise speed of 340kts true; that’s Mach 0.63, a pretty reasonable speed for a jet of this size, especially when you consider you’re burning about 85 gallons per hour.A typical flight for this airplane is about 500-700 nautical miles. A 600-mile flight would take you just shy of two hours with plenty of reserves. Useful load on the aircraft is 3,100 pounds, leaving you a full-fuel payload of about 700 pounds. That’s good for three average-size adults and their luggage. As with many general aviation airplanes, there’s always a tradeoff between payload and fuel.The top of descent comes quickly, and before you know it, it’s time to come down. Descents are easily managed thanks for the VNAV feature in the G1000 which can be set up for any arrival. In addition, the Mustang’s speed brakes can be deployed anytime to assist the airplane in getting down faster. The gear can be extended at a whopping 250 knots. With ADS-B, the Mustang can fly virtually any instrument approach with ease, including ILS and LPV. Thanks to the 3-axis GFC700 autopilot, the airplane can fly the approach down to minimums with a Vref approach speed of 90 knots, which is perfect whether you’re on an instrument approach or in the pattern.Touchdown is smooth and the airplane stops quickly. While there aren’t thrust reversers on the Mustang, the FADED keeps the engine idle RPM quite low, aiding in deceleration. Not to mention the speed brakes and big rig-powered wheel brakes. Landing performance is a generous 2,390 feet.That was a fun demo flight, but it’s time to make a decision. By now you're an experienced pilot and airplane owner. You've flown a lot of airplanes, and after years of flying pistons and a handful of turboprops, you’re ready for the speed, capability, and safety you can only get from a jet. But which one? There’s no one-size-fits-all solution; every airplane does some things well, and other things not-so-well.The Citation Mustang is a twin-engine, single-pilot certified, entry-level light jet built by Cessna Aircraft Company between 2006 and 2017. A total of 479 aircraft were produced with hundreds sold to owner/pilots. The Mustang boasts comfort, capability, performance, and efficiency while being a suitable next step for high-performance piston and turboprop owners. Equipped with the Garmin G1000 avionics package, you’ll feel right at home when sitting up front. And thanks to its fully automated FADEC-equipped powerplants, power management is as simple as it gets. Other features include club seating for up to five passengers, cruise speeds of 340 knots True, de-ice boots, speed brakes, dual-zone climate control, and a forward potty.While Mustang technically falls under the Very Light Jet category, thanks to its 8645-pound gross weight, Cessna simply refers to the Mustang as an entry-level jet. Certified under Part 23, Cessna has built the Mustang with the same safety standards as its larger aircraft with safety and redundancy in mind. However, unlike its bigger cousins, the Mustang was a clean-sheet design, leaving behind the more traditional looks of earlier Citation models such as the Citation I and even the later-model 525-series airplanes. The most noticeable differences can be seen thanks to its totally redesigned nose section, windscreen, and fuselage. The result is a stylish airplane with great ramp presence and a commanding look.At first glance, you may be surprised at just how large the Mustang is. If you're used to a cabin-class twin, a TBM, Meridian, or Eclipse Jet, you'll see a noticeable difference in size thanks to its thirteen and a half-foot T-tail and 43-foot wingspan. The Mustang sits tall on its wheels, too, but getting in and out is a breeze thanks to its 24-inch wide main cabin door and fold-down steps. If you're used to older Citation cabin doors, you'll be happy to find a completely redesigned cabin door handle. The new handle is more ergonomic and much easier to open than what you might be used to on legacy Citations. You’re welcomed into the cabin with a 2-step ladder that folds out from the doorway. Getting in and out is a breeze, even for older adults and young children. Once inside, you’ll probably notice a comfortably familiar automotive feel reminiscent of a high-end car. To the right, four leather seats in club configuration with automotive-style seatbelts and buckles.But the other end is where all the fun happens. A quick turn to the left and you’re in the cockpit. The first thing you’ll probably notice is the massive 15-inch multifunction display for the G1000 in perfect view of both pilots, complete with large, easy to reach hard keys and knobs. The second thing you’ll notice is a familiar flight control yoke setup rather than the bulky control columns found on larger aircraft. The yokes on this airplane are stylish, too.Each pilot gets a 12-inch Primary Flight Display and a simple, yet practical switch panel for controlling aircraft systems. Systems on this airplane are about as simple as it gets for an airplane of this caliber. Many are automated and require little attention from the pilot. The pressurization and anti-icing systems are computer-controlled from the G1000, automatically scheduling the wing and tail-mounted deice boots and holding the cabin altitude at 8,000’ in cruise—that’s an incredible 8.3psi!Other systems control switches are located below the primary and multi-function displays, all within easy reach from either side. A left-to-right flow pattern makes cockpit setup a breeze. On the left is your electrical controls, including battery and avionics, then over to engine controls such as ignition, boost pumps, and engine sync, then over to the environmental controls. Again, thanks to automation, many of these switches don’t even have to be turned on or off. Even fuel management is completely automatic. With the simple cockpit layout, you can go from cold cockpit to taxi out in less than 10 minutes.Engine start is also pretty easy. Simply turn on the 24-volt lead-acid battery, do a quick systems test, then push the left or right starter button. At 8-10% N2, introduce fuel by bringing the thrust lever out of cut-off and into the idle gate. From there, just monitor the parameters and let the FADEC do the rest. Even takeoff, climb, and cruise power is calculated automatically for you by the FADEC. Gone are the days of needing paper charts and tables to crunch power settings for ambient conditions. Simply bring the throttles to the desired detent and the FADEC does the rest.The hydraulic system on the Mustang more reminiscent of a Cessna 182 – only the brakes are hydraulically actuated through a master cylinder system found in most light singles. The speed brakes, landing gear, and flaps are actuated electrically through motors and power packs, again like a Cessna single. A backup nitrogen bottle will ensure the gear is down and locked in the event of a failure of the powerpack. The nitrogen also provides you with a means for braking should that system fail.Like many larger jets, the Mustang has a lot of redundancy, including an isolated and paralleled electrical system should you lose a generator. If you lose all electrical power, the back up battery will power essential avionics for 30 minutes. Fuel can be transferred from one wing tank to the other in the event of an engine failure.The cabin is comfortable, and fairly roomy considering the overall size of the airplane. Cabin volume is about 163 cubic feet. The cabin is also well insulated, dampening sound and keeping the noise level comfortable for normal conversation. The passenger compartment is basic, yet classy and comfortable. It can seat four passengers comfortably with a club-configuration. The two aft seats are a split bench with a shared armrest and cup holder. There is one fold-out table on each side and three windows as well as overhead reading lights. Thanks to the center drop aisle, the cabin has a height of just over 4.5 feet.Right now, there are 24 Citation Mustang aircraft for sale, ranging in price from $1.3-2.7M depending on condition and year. Perhaps the biggest variable in the sales price of the Mustang is engine time and whether the aircraft is on any maintenance programs. Unlike piston airplanes, the overhaul intervals on jet engines is mandatory, and without an engine maintenance program, the airplane’s value takes a hit anywhere between $200-500K. For the Pratt & Whitney PW615F engines installed on the Mustang, TBO is 3,500 hours, with a mid-time hot-section inspection required at 1,750 hours.In addition, airframe hours and scheduled inspections play a significant role in pricing. For instance, annual scheduled maintenance on the Mustang will cost about $17,000 a year. If the airplane hasn’t complied with yearly inspection requirement, expect a reduction in the sales price. Likewise, the airplane is due for several big inspections every 72 months, namely the Doc 11 and Doc 32. Between the two, these inspections will run about $15-20,000. Again, the sales price will reflect. You’ll need to consider AD and service bulletin compliance as well. Fortunately for the Mustang, there are really only two airworthiness directives to worry about, one for the brakes and the other for a fuel/oil heat exchanger on the engines. I’ve linked both in the show notes at AirplaneIntelPodcast.com.So if you see a Mustang on the market that looks underpriced, there’s probably a good reason for it and you should proceed with caution. Of course, I recommend enlisting the help of someone that specializes in jet-aircraft transactions to avoid some of the major pitfalls which we’ll hear more about shortly during our interview with Brad. I’m happy to discuss these issues with you, including maintenance and helping you research the market through our coaching program [LINK]In addition to maintenance, you’ll likely need to invest in a maintenance tracking software such as SierraTrack, Cescom, or CAMP. All of these software programs help you track scheduled maintenance and inspections as well as organize the maintenance records for the airplane. For more information on scheduled maintenance and inspections on jet aircraft, check out my recent AOPA article titled “The Maintenance Maze.” [LINKS] I’ve linked the article into the show notes.While the Mustang is an excellent contender, it’s not the only airplane in this class that many prospective owners consider. For instance, the TBM, Eclipse Jet, Phenom 100, and King Air 90 are all in relatively the same class of airplane. But each of these airplane does different things well. It all comes down to the mission the airplane will be flying most of the time. The TBM has almost identical performance to the Mustang, but is more suited for shorter trips, say 200-500 miles cruising in the mid-to-high twenties. The Eclipse Jet is a bit smaller and doesn’t have the same range or useful load; same is true with the Cirrus Vision Jet, which is also much slower. The King Air 90 is great for carrying a lot of people or cargo; it has excellent useful load and takeoff performance but is 100 knots slower than the Mustang. All factors to consider before making a purchase decision.

This time, we interview two experts on the Daher TBM850 and 900-series single-engine turboprop aircraft. They'll tell us everything you need to know about buying, flying, and fixing the fastest single-engine turboprop in production today.

What is one major design feature of the Cessna Cardinal and most 210’s that set it apart from all other Cessna singles? If you said the elimination of the wing strut, you’d be right. Now we’re not going to get into all of the features and benefits of these airplanes as we’ve already covered them in detail in past episodes. However, in a nutshell, the absence of a wing strut means that the wing structure found in these airplanes must be much beefier than those found in say a Cessna 182. That’s because the wing spar itself must withstand a lot more aerodynamic load and stress that would otherwise be absorbed by the strut. This sort of wing design is known as a cantilever wing, where the carry-thru spar, ribs, and stringer take the stress.You may recall that certification standards for airplanes with a standard airworthiness certificate in the normal category are required to withstand loads of +3.8 g and -1.52g, meaning the wings must be able to withstand loads 3.8 times the weight of the airplane before structural failure occurs. Unfortunately, that wasn’t the case for a Cessna 210 that broke apart in flight back in May of this year. The cause of the accident was found to be fatigue cracking in the carry-thru spar.As a result, Textron Aviation issued a mandatory service bulletin SE-57-06 for the Cessna 210G thru T210R –the cantilever Cessna 210s, as well as SE-57-07 for all Cessna 177 Cardinals. According to Cessna, the reason for the mandatory service bulletin is because the carry-thru spar can develop corrosion and cracks. A crack in the carry-thru spar can develop to a point that the carry-thru spar can have structural failure that can result in the subsequent loss of the airplane and/or wing separation. Non-compliance with this service letter may result in undetected cracks. The service letter provides instructions to do a detailed visual inspection and an eddy-current inspection of the lower surface of the carry-thru spar.

This week, we travel to Jacksonville, FL to get an inside look at owning a Cessna Citation CJ2+ We’ll catch up with its owner, our friend, Dr. Ken Wolf, to find out what it's like and what it costs to own, fly and maintain a private jet.

Today, we meet Jon and his Cessna 340. [SHOW FOOTAGE] He’s getting ready to sell it and asked us for some help. We’re Airplane Intel. We travel the country to help pilots and airplane owners buy, maintain, and sell their Cessna and Citation aircraft.Get the full specs, more photos, the prebuy report and full video @ http://cessna340.airplaneintel.com

In just a moment, we’re going to meet our guest Guy Cappuccino, the owner of a Beech Bonanza. I really think you guys are going to like Guy, he’s a very knowledgeable guy and is definitely an experienced airplane owner. He’s going to give us his perspective on owning a Bonanza as well as some tips relevant to all current and prospective airplane owners.

Welcome to a special edition of the Stuck Mic AvCast. Today our guest is Adam Sipe of The Prebuy Guys and the Airplane Intel Podcast. If you are interested in aircraft ownership the Prebuy Guys are the people you should speak to. They have an informative podcast discussing the process of acquiring and owning an […] The post SMAC199 The Prebuy Guys with Adam Sipe appeared first on Stuck Mic AvCast - An Aviation Podcast About Learning to Fly, Living to Fly, & Loving to Fly.

Owning a jet comes with a lot of freedom and flexibility. It also with a lot of additional responsibilities that when neglected, can have a significant impact on safety, reliability, and overall value.In this short episode, Don and I help you navigate the complexities of jet maintenance and inspection requirements.

In this episode about flying clubs, we discuss it all – from start up, growth, day-to-day operations, aircraft maintenance, and how to use technology to streamline operations. Plus, the pros and cons of leasing your airplane to a flying club.

This week, we interview the owner of a Piper Saratoga. We’ll get an inside look on what it takes to own, fly, and maintain this popular high-performance Piper single from costs, maintenance, performance, and much more. Plus, trading up for a cabin-class twin.

Aviation podcasts have been on the scene for a while. That’s probably surprising if you’re just getting into downloading and listening to podcasts. There are some great aviation related shows that highlight aviation news, pilot stories and even flight training. Some of these podcasts have been an inspiration to us in developing The Aloha 360 podcast, and now recently, the Fly Maui podcast.   Resources https://www.flymauihi.com/   Airplane Intel Podcast - https://www.airplaneprebuy.com/airplane-intel-podcast/   Airplane Owner Maintenance Podcast - http://airplaneownermaintenance.com/   AOPA Never Again   AOPA’s Pilot Information Center   Aviation News Talk Podcast - https://aviationnewstalk.com/   AviatorCast - https://www.flyaoamedia.com/aviatorcast-/   AvTalk Aviation Podcast - https://www.flightradar24.com/blog/category/avtalk-podcast/   Pilot to Pilot - https://pilottopilothq.com/   Pilotcast - https://pilotcast.libsyn.com/   Podcasting on a Plane - https://www.podcastingonaplane.com/   The Private Pilot Podcast   Radar Contact - http://atccommunication.com/   StuckMic Avcast - http://stuckmicavcast.com/   The Finer Points Aviation Podcast - https://www.learnthefinerpoints.com/   Why We Fly - http://whywefly.org/   What’s Next? COMMENT on www.flymauihi.com FOLLOW us on social media at @flymauihi, @johncaubble, @lcaubble SUBSCRIBE on iTunes or your favorite podcast provider      

Today we interview the owner of a popular single-engine Cessna. We’ll dive into a variety of topics including the purchase process, airplane ownership costs, maintenance and lessons learned.

This week, what does the 310, Seneca’ and Baron have in common? Don gives us some interesting facts and tips about these popular piston twins. Then, Don takes us on his journey through aviation.

This week we interview the owner of an Glasair II to find out what it’s like to own, fly, and maintain an experimental airplane. If you’re considering getting an experimental, you’ll want to hear this one! And you won’t want to miss the unusual, yet awe-inspiring story of how he came to own this cross-country cruiser.

In part 4 of our “How to Buy an Airplane” series, what you should know about aircraft insurance before the purchase with Avemco Insurance underwriter Alex Walters. Plus, why your insurance agent can prove to be a valuable member of your aircraft ownership support team.

This week Don and I talk about the great people we met, cool airplanes we saw, and interesting things we learning during Sun N Fun 2018 in Lakeland, FL

We’re kicking off our new mini-series on how to buy an airplane. This week, the pros and cons of aircraft ownership and how to define your mission so you can get the right airplane for you. Plus, our Sun n Fun 2018 meet up and a new AD affecting some Cessna airplanes.

In this short episode, Don is flying solo to discuss the Turbo Commander 690B turboprop including a special STC. Then Don reveals a great source for decoding aviation acronyms. Plus, new Plane Partnership Members and the Tip of the Week.

This week, Don and I introduce the Eclipse 500 series of single-pilot jets. Then we shift our discussion to the ins and outs of buying a jet. Plus aircraft ownership news, Don’s tip of the week, and a new Alphabet Soup segment.Access the full show notes here

Access the Show Notes Here

This week we interview one of our listeners to talk about his 1979 Grumman AA5A Cheetah. We discuss what it’s like to own and fly a Grumman including why he chose the Cheetah, maintenance considerations, costs, and a lot more.

Access the Show Notes here

This week, thanks to a listener request, we are covering the Piper Arrow series of single-engine airplanes. We also talk about a new weekly live stream series we want to start for current and future aircraft owners, as well as aircraft mechanics and pilots. Plus, aircraft ownership news, the tip of the week, and your feedback.

Welcome to a special edition of the Airplane Intel Podcast. In this short installment, Don and I just want to extend our gratitude for your faithful listenership. Without you guys, this show would not be nearly as fun and rewarding. As many of you know, we cover different aircraft and different topics related to aircraft ownership with the goal of helping you save money, increase safety, and reduce risk with your personal or business aircraft. We reveal a special announcement and share how you can help us with an upcoming project.

This week, we discuss the Cessna 414A, an economical piston twin that will take you where you want to go in less time, in style and comfort for a fraction of the cost of a newer, smaller airplane. Plus, aircraft ownership news, the tip of the week, and your feedback about becoming an aircraft mechanic.

Thanks to a listener request, we’re discussing the iconic cabin class pressurized twin known as the Cessna 340. Then, Don talks about his experience starting an airline, I share some affordable ADS-B solutions, and Don reveals the tip of the week. Plus, general aviation news, fuel prices, and your feedback.