Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Posted (7 years 5 months 3 weeks 6 days 8 hours ago) and read 13135 times:
I’ve been putting this off for a little while to get some photos going. I finally have enough to make it somewhat interesting I suppose. I thought I would write a little bit about being a corporate pilot from my point of view. These pictures were taken over a couple months and should accurately show most of what I do. I’ll give you a little backround first off. I’m 22 years old and currently fly a PC-12. Occasionally do trips in a TBM700 but primarily in the Pilatus. The PC-12 is a 10,000lb 260kt single engine Turbo Prop. With altitudes in the high 20’s this plane can fly for 7 hours with an average fuel burn of 315-330lbs per hour. Our plane is configured to seat 6 people in executive style but can be set up to seat up to 9 airline style.
I didn’t do the normal route of flight instructing or the military but instead hit a lucky break and had a job offered to me while working at the airport. I cannot emphasize how important it is to make a good name for yourself if you are working at an airport. It can do nothing but help you in the future.
This is a picture of our plane at Toronto City Island Airport (CYTZ) One of the coolest approaches which compares to Meigs in Chicago. http://i80.photobucket.com/albums/j183/homersosa/toronto592006132.jpg
Most of our flights start in the morning around 7:00am which is when our airport opens without being charged to takeoff. My day starts off usually the night before though. If flying in the US I normally do my flight planning on Fltplan.com. Sometimes though its easier to do it myself or just as quick. It is a good aid though if you haven’t been to a certain place. After getting all this done I double check with our FBO to make sure that our plane is going to be online in time, that our catering is ordered and if we need any fuel that it is or will be on there when I get there. I’m a very easy going pilot and usually do most things myself but one thing I would like not to do is fuel my airplane when I’m dressed up. The next morning I awake around 5:00am and make my way to our local bagel store. My boss likes a certain type of bagel so I make sure to have plenty of those. After hitting the usual Boston traffic I show up about 1 hour before my Boss does. Walking out to the plane I take a general look at it and make sure nothing looks wrong. (Don’t worry I also do a normal preflight) Inside the plane I make sure our GPU is hooked up and that we are showing enough power coming in before I turn my batteries on. Once on, I turn on all the lights inside making sure that those work. Usually one of the line guys will come over and ask if I need anything. I typically take a bag of ice, newspapers, and coffee. http://i80.photobucket.com/albums/j183/homersosa/9e495497.jpg
Once all that is set up I wiggle my way up into the cockpit and get my work done. Test all my warnings, load my flight plan, get my clearance and make sure I have all the appropriate approach plates, sectionals, and IFR en-route charts. I also plug in the approach for the runway we are to depart on. This is a habit I have no matter what the weather is, just in case. After that is all done I go back outside and do a preflight. http://i80.photobucket.com/albums/j183/homersosa/4b92eb88.jpg
Once this is done I make my way back to the FBO to check the weather and pay the bill. If everything is set I sit and wait for the Boss to drive up. Once loaded in the plane we sit down and go through the checklist. We hit our started and at 14% Ng we add our fuel by bringing the condition lever to ground idle. Watching our Ng and ITT we make sure everything is within it’s limits. When that checks out ok we turn everything else on. (Generators, avionics, probe heat, windshield heat, flaps 15, ECS etc…) After a few minutes of doing our normal checks we are ready to taxi and do so by calling ground with our Atis letter. On our taxi out we do our typical taxi checks of the brakes and flight instruments. Usually we are ready before we reach the end so we do our pre-take off checklist and get our clearance for takeoff. The condition lever is moved up to flight idle, the lights are on, the yaw damper is off, flaps at 15 and I gently add the power. At 42.1%Ng our power is set and my boss calls out the airspeed starting at 50kts. At 80kts I gently (most of the time) pull back on the yoke and raise the nose off the runway. The mains leave a split second after and we are airborne. Establishing a positive rate of clime I call for gear up and then the lights off. At around 500ft I call for flaps 0 and the yaw damper on. Passing 1,500ft I ask for the inertial seperator in. I set the climb power to 36.9 for tourqe and keep an eye on that along with the ITT making sure not to pass 720. Keeping 36.9 works up until 13,000ft or so and then the temp starts to climb so you start judging your power based on ITT. After a few handoffs we are handed to the center controller where it quickly becomes a bit quieter on the radios. http://i80.photobucket.com/albums/j1...homersosa/flyingtoharlingen018.jpg
Our climb is quite slow after 18,000ft and it takes an average of 26 minutes to climb from SL to our cruise altitude of 29,000ft. Once at that altitude we whip out our power settings chart, which gives us the best cruise based on temp and altitude. With that done we take out our checklist and go over the last items on the cruise portion. This includes our glide distance and time chart, just in case its good to know these numbers. Once out of the busier airspace we sit back and monitor our instruments along with some plane watching. I usually bring my camera but haven’t really taken any good photos of planes passing us. YET, since I just bought a new Nikon D50 with a 70-300mm lense which should help. http://i80.photobucket.com/albums/j183/homersosa/ORD5242006026.jpg http://i80.photobucket.com/albums/j1...omersosa/bozemanmontanatrip021.jpg rockies enroute to Montana. http://i80.photobucket.com/albums/j183/homersosa/toronto592006043.jpg http://i80.photobucket.com/albums/j1...omersosa/bozemanmontanatrip011.jpg http://i80.photobucket.com/albums/j1...omersosa/bozemanmontanatrip009.jpg
Depending on how long our trip is I usually go back and get my boss some breakfast. If we have any Pax I will go and get them what they want if they haven’t already helped themselves. Our flights have ranged from 20mins to 7 hours and everything in between so time management is a big thing and if we have 5 hours to kill in the air I make sure to spread out things such as engine trend monitoring and cleaning the cockpit and what not. Making desents into non towered airports is usually non eventful but dealing with the average GA student can pose its problems which we can usually avoide. At other times we go to bigger airports including O’hare and Montreal and those can be a nightmare to say the least. Final approach at 120 can either tick off controllers or thrill them because we can easily slow down for traffic….if needed we can speed up and follow traffic or what not. Touching down smoothly and a slight touch of brakes usually does the job, using reverse works great but also puts some wear on the engine so if given the option just letting aerodynamics and braking do its work, works best. Once parked at the ramp my boss usually gets right off and leaves me to clean up and shut up the plane. Making sure we still have a fair amount of oil and the button up the plane by putting the covers on. I also clean up the cabin and cockpit and then lock the doors and head in. If staying overnight I leave the fuel order so the line guys don’t need to rush to it when I arrive. Renting a car works well in remote places but if in a big city public transportation is more than adequate.
I’m hoping to do a full trip report on a multi leg trip but end up remembering to take photos half way through the trip. Soon enough though. I hope this is somewhat interesting to all of you and perhaps I’ll see you guys on the road. Thanks for reading. http://i80.photobucket.com/albums/j183/homersosa/025e0c95.jpg http://i80.photobucket.com/albums/j183/homersosa/25f07a00.jpg http://i80.photobucket.com/albums/j183/homersosa/toronto592006110.jpg http://i80.photobucket.com/albums/j183/homersosa/toronto592006074.jpg http://i80.photobucket.com/albums/j183/homersosa/ORD5242006027.jpg http://i80.photobucket.com/albums/j183/homersosa/ORD5242006014.jpg http://i80.photobucket.com/albums/j183/homersosa/joshflying.jpg http://i80.photobucket.com/albums/j1...homersosa/flyingtoharlingen034.jpg http://i80.photobucket.com/albums/j183/homersosa/Picture020.jpg Montreal http://i80.photobucket.com/albums/j183/homersosa/joshsk.jpg Vermont http://i80.photobucket.com/albums/j183/homersosa/ORD5242006006.jpg
Letting my friend rob fly in the left seat! http://i80.photobucket.com/albums/j183/homersosa/7a6bd7f5.jpg http://i80.photobucket.com/albums/j183/homersosa/toronto592006086.jpg
Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Reply 2, posted (7 years 5 months 3 weeks 6 days 7 hours ago) and read 13112 times:
yeah flew before i drove. I got my private and started working outside of Boston. After working there for a while I ended up making friends with lots of pilots...ended up going up in a citation a few times that TBM and did a ton of acro in a Pitts S2B....met this guy in the PC12 said he was looking for a pilot and wanted to know if i would help him out...i went out and got my ratings and hopped in...been doing it for almost 2 years now and did simcom as well. it is a fun plane but like anything it takes some getting used to especially where I didn't have much time before hand.
Corey07850 From United States of America, joined Feb 2004, 2525 posts, RR: 5 Reply 5, posted (7 years 5 months 3 weeks 6 days 6 hours ago) and read 13066 times:
Quoting Pilotallen (Reply 4): hahah yeah we show our face there quite a bit....ummmm first choice aviation services is the FBO we use.....all netjets but we get treated well since we aren't netjets i guess..... Smile
Just wait until their new 22 acre site opens... I was out there checking it out the other day and it is going to be un-freakin-believable... Blows Jet Aviation away
Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Reply 6, posted (7 years 5 months 3 weeks 6 days 6 hours ago) and read 13064 times:
hahahah funny thing is I work at Jet Aviation (in BED) but don't even use them at TEB...too freakin busy. I hear their place will be nice....was just there 2 weeks ago...they have a ton of ramp space its impressive plus their prices are pretty good fuel wise and what not....when we go back I'll make sure to give you a shout...always looking for something to do while being stuck there. -Josh
Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Reply 11, posted (7 years 5 months 3 weeks 5 days 16 hours ago) and read 12729 times:
houston eh? We are in texas quite a bit...we go to David Wayne Hooks when we are in that area. I'll make sure to drop a line...that new TBM850 is something else..I went on a demo flight and its quite impressive...
Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Reply 14, posted (7 years 5 months 3 weeks 4 days 5 hours ago) and read 12275 times:
Let me know, we'll have the airport owner buy us lunch at the terminal!
the owner of the FBO is pretty cool they have a good cafe there.....would definatly do that. and to answer 777-200's question...something around 200hrs...I actually couldn't even long any timeuntil I had my commercial and in fact couldn't get paid for a while until that came about. I also had to get a high altitude signoff before logging time and then could only log 2nd in command due to insurance reasons....once I finished Simcom I was finally all set....pain the butt , but I was fortunate to have the oppotunity. take care -Josh
Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Reply 17, posted (7 years 5 months 3 weeks 3 days 13 hours ago) and read 12071 times:
thanks there ZRH....I meant to do a better profile of the plane since its still not too common.....but that link helps. the New model 47 had improved winglets. pilot seat head rests and the seats recline in the cockpit (not fully haha) and some upgraded avionics...if a proline 21 series cockpit was ever added it would be the ultimate plane but for now its not bad.
Undehoulli From , joined Dec 1969, posts, RR: Reply 19, posted (7 years 5 months 3 weeks 3 days 12 hours ago) and read 12063 times:
Sweet report and pics!
I have a quick question though. You say you could only log SIC due to insurance requirements. The PC-12's type certificate doesn't require a SIC, does it? I thought if the aircraft doesn't require a second-in-command, even if insurance requires an SIC, you couldn't log the time. A lot of companies, especially airlines, really dig into logbooks to determine how and if SIC time can even be logged when people apply.
It's like a King Air C90 being operated under Part 91...no SIC required (as far as the FAA is concerned, the insurance company might be different, but we're talking about FAR's), so even if you're rated and sitting in the right seat and your buddy the PIC lets you fly the airplane, you can't log SIC. It's a different story if you're operating the aircraft under 135 and the Op Specs require an SIC, then you're good to go, assuming you've been trained and checked.
Pilotallen From United States of America, joined Nov 1999, 656 posts, RR: 3 Reply 20, posted (7 years 5 months 3 weeks 3 days 10 hours ago) and read 12039 times:
yeah it appears to be a really grey area...something I would rather not even ask the FAA however I ended up asking the largest PC12 operator which is housed about an hours drive away and they require two pilots to fly their share holders....this is for insurance reasons only...from what I understood at the time (prior to me going to simcom) was that the first officer would log SIC...this would last only until he upgraded naturally. I had heard that some logged PIC but had heard that they were getting some flak for it....thats only hearsay though. Nonetheless I thought I would be safe just doing what the insurance company was telling us which was to have two pilots...Its also kind of hard to both log PIC time even though the definition is the sole maniupulator of the controls meaning that if my boss flew up to FL290 and I turned on the autopilot from the second i hit that autopilot I log all of the time until its shut off unless I shut it off....once again a stupid grey area that the FAA doesnt bother to clarify and causes them to spend countless hours of their own time paying for it. anyway I dunno if that makes it any clearer....but thats how I've been looking at things and it doesnt seem to be in question.....with all that said though I am now SIMCOM trained and fly PIC....thanks for raking my brain on this hot friday afternoon hahaha.