As of this date, all PA46 aircraft are running on good ole 100LL or Jet A. We’re not sure if they’ll be approved for the SAF in the future.

Absolutely! Being good at hand flying in turbulence is critical, no matter the autopilot!

Both great suggestions, Dave! I wish we had thought to mention the ForeFlight glide rings in the video, as that’s a tool we also always have open and available in flight. VNAV is also a good one that many don’t use to its full potential in normal flight, much less in an emergency.

Like Ron, we think these are great simulations and we also practice them from varying distances and altitudes so the pilots get a good feel for glide range and different visuals on engine out approaches. Ron is one of the best!

@@danielreuter2565 Thabks for the feedback! We do make some assumptions for the sake of brevity in this already long video, assuming those who have been through initial training in one of the turbine aircraft know what this difference is. For those not flying a turbine who are looking to move into one or are just curious, there is a free video on our website talking about the MOR system in the PA46s. You can check it out here: kzbin.info/www/bejne/qYqvcqSjqrZ3oKs Thanks for the good feedback!

Just please only do that when reading back. My side of the pond (Europe) your example "twenty seven eighteen" would be interpreted as "127.180" which is 8.33kHz speak for 127.175MHz (the radio does the channel translation for you, so you don't have to think, just put in the numbers as they are spoken). However, the correct read out is "one two seven decimal one eight zero". If you start out cold saying "now, please contact twenty seven eighteen" you would not make it more clear, just different.

@@Rodhern yeah I acknowledge that it's not a perfect answer since it doesn't account for international flying where there are different conventions

Being able to stay and wander around as long as you want is a great aspect of camping, although we were three tram rides and a school bus ride away from our campsite, lol. Because of the distance, we only went back to it to sleep. See you soon!

If you see anyone from the Casey Aviation team, be sure to say hi!

@@caseyaviation Absolutely

We will definitely be watching for you! Tram rides are the only thing that keep us from putting in over 30,000 steps per day, ha!

@@caseyaviation Think Wilford Brimley in a big straw hat telling nothing but dad jokes all day. The big name tag that says RANDY kinda helps too. lol

2,000 FT is just too dang short! I’ve got a few pilots that operate out of a 2600ft strip (such as KSQL near San Francisco), but 2k leaves no room for margin whatsoever. At SQL there is usually a headwind that can be a help, and the runway is very near sea level. I’m afraid that I’d bypass on 2,000ft runway length with any PA46. The JetPROP is certainly the “short field king” of the PA46 lineup of airplanes because it has 560HP with only 4300# MGW, but it must be flown extremely accurately to operate from such a short strip. If there was any flaw in airmanship, and change in wind component, any failure of a brake, it would be utter disaster for the airplane and pilot.

Totally understand!

We hope you can make it!

Stunning! Thanks for watching!

Thank you!

1212 lbs for the UL on this aircraft.

@@erice8810 not terrible for a late model piston pa-46

Thank you!

Do everything you can… to never let the engine quit…. 😃

Pastor is spelled with an “or” at the end. I don’t think one of those will make an engine out better or worse.

Those are some of Joe’s favorite paintings! The artist is David Paulley. He is well known for his aviation art and historical Wyoming series. We hope you find something you like for your office!

Thank you!

Thank you for your kind words. We're glad you enjoyed the ad, and we'll be sure to pass along your compliments to our team!

if you have to ask 😁

We're asking $619,000! Let us know if you have any questions.

For $619,000 I'll buy a Lancair Propjet with a 750hp Walter Turbine and Dual G3's. I'll have enough left over to buy a new Volvo too.

@@kraftwurx_Aviationok go buy it. 🤷🏼🤦🏻‍♂️

You're welcome! I'm so glad you found the video helpful. Congratulations on working towards your CFI checkride-that's a big achievement! If you have any more questions or need further clarification on anything else, feel free to ask. Best of luck on your checkride!

The best Dpe ever

Thank you and thanks for watching!

I’ve seen some operators of some really big P/W engines advocate to testing the feather feature while taxiing the airplane. That is certainly better for FOD prevention because the airplane is moving forward and probably outrunning any disturbed debris that could become FOD. But, those operators are dual-cockpit-crew airplanes and they use crew coordination extensively to ensure that the captain is steering (with the tiller) and the copilot feathers the prop while taxiing. In a single-pilot, single engine airplanes, the threat to doing this on the roll is that your attention would be diverted and you taxi into something or off the taxiway. In the PA46 world we’ve seen 3 off-taxiway events (that I know of) where the nose gear collapsed and engine damage occurred while the pilot was distracted while taxiing. Simply put, in single-pilot airplanes, I don’t advocate the pilot doing anything while taxiing except to taxi. The other option is to simply not do this check before each flight. The prop is feathered on every single shutdown of the engine. and I’ve never see the prop not feather when the prop lever is brought to feather. Simply put, this check is important, but not important before each and every flight because it is tested at the end of the last flight. To me, the threat of disturbing debris that can become FOD is greater than the benefit of knowing the prop feathered while taxiing. Some checks are more important than others, and this check is one of the lesser checks, IMO. For instance, there are some checks that the pilot doesn’t do on every flight, but usually on the “first flight of the day”. To me, those checks are less important, and so is the feather check on a SE turbine. I hope this helps

@@caseyaviation always the wisest awnsers from you! Thank You! One more thought, if you are doing a runup and do the govenor check first, how many fod particles could be left under the engine. You blast away a lot of stuff at 2000 rpm..

Moving up question… Going from a Mooney Ovation to possible JetProp… Are people comfortable basing a JetProp on 2k’ runways? If using beta has a higher risk of FOD ingestion…. Is the 2k’ runway not a good idea…?

It is actually not normally an intake, rather an exhaust that in some unfourtunate situations becomes an intake

Hey Dan! We recorded it! We hope to have it ready to view in a couple of weeks! We will let you know when it's ready and how you can watch it!