Soaring Over Southeast USA: Cross Country Flight in my Turbo Saratoga

[@Kiwi0Six]

It’s great that you started Javier so early on the radio and that he is so comfortable on it now! My dad did that with me, and it made it so much easier when I started training. Keep up the good work. It’s great seeing you guys in action.

[@FlyingDirty]

I most certainly appreciate your comment. I started him when he was about 6 years old on a family flight to Dallas. And i agree, those radios were initially a bit intimidating for me 😀

[@frankward67]

Raul, once again, another great video. Javier sounding like a pro on the radios. I think that would be a great idea to get Javier touching the controls more, maybe start out with just taxiing the plane. Y'all stay safe.

[@FlyingDirty]

Thanks a lot Frank 😀 Actually, Javier does handle the controls very often (including steering) and flies both airplanes very well. It'll make for a good future video 😀. The only thing he needs to do on his own is takeoff's and landings. He would be way ahead of the curve if he decides to take lessons. But I also always tell him that he needs to study if he really wants to do this 😀

[@aeroringordmngr8739]

Well done. Thanks KAPF

[@robertsummers5264]

Raul can you say more about when and how you use the speed brakes? I’m having them installed on my Saratoga II TC and i’m looking for advice. Do you only use them on descents? What about during turbulence? Do you ever use them on approach or landing? Thanks for any advice you can share, and keep up the good work in the videos! Thanks.

[@FlyingDirty]

@@robertsummers5264 Hi Robert! Absolutely my friend. The fact that you have a Turbocharged Saratoga is a great reason to get the speed brakes. You will not be disappointed! In fact, speed brakes are a must on our type of airplanes. More so, when descending from high altitudes. Several reasons that I use them; to point the nose down without reducing power to help keep the engine cool and maintain cruising speeds. Increase descent rates to 1000 per minute. To help slow down eliminating the risk of shock cooling. Helps with wing loading during turbulence, helps me slow down to gear speed fast, I’ve also used them for crosswind landings. They are fun to use with fast response! Enjoy the heck out of them Robert! 😀

[@jimmymills2482]

I like that plane, looks cool in the air ! Good job 👍

[@FlyingDirty]

Thanks Jimmy! It’s a fun airplane to fly 😀

[@jhaedtler]

Thanks for the videos!

[@FlyingDirty]

You’re very welcome my friend 😊

[@michaelclark951]

Always top notch!

[@FlyingDirty]

Thank you very much my friend! 😀

[@orlandosotoburg]

Nice video, Would like to see an episode where Javier takes control off the plane taking off or landing.

[@FlyingDirty]

Sounds like a good idea my friend. Hopefully soon! 😀

[@orlandoabreus2596]

Me too!!

[@Parr4theCourse]

Javier is getting so much more relaxed on the comms compared to earlier videos. Do you think he will take the plunge and get his PPL?

[@FlyingDirty]

My friend, I sure hope to see him take the plunge. He loves flying and flies both airplanes extremely well. But I told him that I need to see him study so that I can put him through flight school. We shall see! 😀

[@lee.schulz]

Raul, where did you get the visor with the performance numbers embossed on them? Another great video. Thanks for sharing!

[@FlyingDirty]

Hi Lee! Thanks a lot buddy 😀. The visor came standard with the Saratoga. It does make it easier to reference the check list and performance numbers.

[@orlandoabreus2596]

That is great, seeing your Son hands-on communications. He has no idea how helpful that is, should he start studing for Private pilot certification.

[@FlyingDirty]

He also helps flying the airplanes and he flies incredibly well. But I’m hoping he wants to takes the next step to start studying and taking flight lessons. 😀

[@dgourdine50]

The landing looked " Smooth, just like a silk" (Shaggy)

[@FlyingDirty]

Thanks 😊 The Saratoga is a fun airplane to fly.

[@stevecarr2154]

I also own a PA32R. What do you do to hot start yours?

[@FlyingDirty]

Having 4 hands is essential 😆😆😆. It took me some time to try different ways to get my best result. First, set the throttle about a half inch, 2nd, I turn the fuel pump on, for about 5 seconds, then off, quickly turn the engine over to keep the lines from evaporating, when it fires up, add the mixture as needed but never full rich. Once it settles I lean for taxi.

[@FlyingDirty]

Steve, out of curiosity, how hot start yours?

[@devlinerail5258]

Hey there, i purchased a turbo Saratoga in October last year and am having a hard time confirming what type of oxygen system to use. Our plane has the factory system but what connector type is needed for our planes? Is it the Scott connector? What do you recommend, mask or nasal cannula? Thank you

[@FlyingDirty]

Congratulations on your purchase. I really like the Turbo Saratoga my friend. I use the Scott connector for mine and I got the Aerox Oxysaver Cannula with the oxygen control valve. Having the valve you can adjust it based on altitude or as you desire. I think the part number is A0453. I also use the Aerox oxygen mask above 18k and you can attach it to the Oxysaver Valve. I think that part number is SS0131. Have fun flying 😀

[@markseifried3959]

Sir; We are pilots watching. We are deciding whether we want to buy a turbo Saratoga with the fish mouth. I think they are too slow but I believe we all want to hear your true airspeed at eleven thousand feet. We want to hear your ground speed, percent of power, and fuel flow. Do you run a certain temperature or 75 degrees rich of peak? Thx. What was your total fuel burn for the flight?

[@FlyingDirty]

Hello there fellow pilots. I did this flight several months ago so I will not be able to nail down all of those numbers. But it’s really never a good idea to base numbers out of a flight because conditions always change. So the best way in determining performance is the book numbers at standard conditions. Also, the term “slow” is a very relative word. In aviation every airplane has limitations. For me, speed is only a factor out of many and I’ll always sacrifice speed for engine longevity, safety, utility etc. If speed is more important then consider a Lancair 😀. But in it’s weight and category at 11,000 feet the TC Saratoga is faster than my normally aspirated Six and very competitive with the rest in its class. I also personally never cruise at 75% power for the sake of speed. Doing so can significantly reduce the engine life and increase fuel consumption. There are also times that a pilot should also avoid 75% power at certain CHT temperatures combined with density pressure. Studying and Knowing the subject of combustion and compression is essential but most pilots I know just don’t have sufficient knowledge in this field. Nevertheless, at 11,000 feet at standard conditions at 75% power I expect a ground speed of 165kts 19 gph. At 15k at 75% 170kts, at 18k 175, and 20k I get 180kts (if set correctly your gph should be the same at the same settings) But me personally, I like flying the TC Saratoga at 15k @ 65% power at 160kts burning 14.5 gph. Now, having flown in many different types of airplanes, these numbers are not what I’d call slow for this category of airplane. Those numbers are much faster than the 150 kts top speed of a Cherokee Six 300 even at 65% power I’ll blast the 300. So using the term “slow” doesn’t appeal to me because there are so many factors to consider. So only you guys can decide the best compromises of many to make to get something that works for your missions. I, for example would get rid of the TC charged Saratoga before the Six because the Six has 450 pounds more useful load and for some of my missions the Saratoga can’t handle it despite the faster speed. Leaning a TC engine is critical. It’s all about the TIT temperatures. When leaning the TC charged Saratoga you want to go by the TIT so forget about leaning with the EGT probes. My suggestion is to follow the POH and Lycoming leaning procedures for TC engines. The mistake people often do is cook the turbo for not following the recommended TIT leaning procedures, power reduction, and landing procedures. It’s very simple once learned and the turbo will last past engine TBO if handled properly but look over and study the POH until it becomes natural. Lastly, flying is an incredible responsibility so always put safety above it all! 😀 I really appreciate and enjoyed your question! 😀 Thanks and best wishes on your search! If I remember correctly it was roughly 83 gallons total for the entire trip.