Flight Safety Training
01-16-2009 | 09:03 AM
#21
Gets Weekends Off
Joined: Apr 2006
Posts: 644
Likes: 0
From: BE-20, RA390
At 10,500lbs, here would be your load in a Premier I/IA:
Airplane Empty----8400lbs
Pilot-------------- 180lbs
Fuel *------------1900lbs
GTOW-----------10480lbs
One Pilot,No passengers, No bags.
* Fuel for one hour with a 45 min. reserve.
Like Zinc Chromate said, the Premier is what it is. It does it's mission well. It is very popular in Europe as it has the perfect range for European travel.
Back on topic...
Like I said, I was happy with my FSI initial training. I think it helped that the Premier Program is small, and up until within the last year, every Premier pilot in the world was typed at FSI ICT. There is now a sim at FSI ILG.
Airplane Empty----8400lbs
Pilot-------------- 180lbs
Fuel *------------1900lbs
GTOW-----------10480lbs
One Pilot,No passengers, No bags.
* Fuel for one hour with a 45 min. reserve.
Like Zinc Chromate said, the Premier is what it is. It does it's mission well. It is very popular in Europe as it has the perfect range for European travel.
Back on topic...
Like I said, I was happy with my FSI initial training. I think it helped that the Premier Program is small, and up until within the last year, every Premier pilot in the world was typed at FSI ICT. There is now a sim at FSI ILG.
Last edited by GauleyPilot; 01-16-2009 at 09:27 AM. Reason: clarity
01-16-2009 | 09:32 AM
#22
Line Holder
Joined: Jan 2009
Posts: 73
Likes: 0
From: PTC
thanks Gauley, which RB are you flying if you don't mind me asking?
I have to agree FSI is a good place to learn. I have done three intials this past year alone there and didn't have any real problems at any of them.
I have to agree FSI is a good place to learn. I have done three intials this past year alone there and didn't have any real problems at any of them.
01-16-2009 | 03:28 PM
#23
Doing One Pilot's Job
Joined: Sep 2005
Posts: 7,884
Likes: 119
Originally Posted by ZnCrO4
At 10.5K you are 2K under gross, im sure it would go straight to 450. What is MMo in the straight wing? .73 isn't it?
Yes, the MMo for the CJ2+/3 is .737 with the refined CJ wing...which it will constantly hit at FL450 in the CRZ detent. In exchange for that lower max speed, you get superior fuel burn, range and TOL field length numbers.
The Premier 1A has a vastly superior cabin to the CJ family...but what good is .80M if you have to take any amount of payload any amount of distance?
I'm really anticipating the Premier II's arrival, and I do hope they stretch it to compete against the CJ4. With all its current attributes, a 17'+ cabin and enough fuel for at least 1700nm would be GREAT.
01-16-2009 | 05:13 PM
#25
Moderator
Joined: May 2006
Posts: 6,056
Likes: 0
From: ATP, CFI etc.
Hey, who is going to be at FSI Mid-Continent for type training between Jan 19-28 next week? My company is sending me there for Citation Ten ground school. I do not get sim time or a type rating because I am there as an engineer but I thought it would be nice to know who from APC is there. PM me. I happen to know where the good food and beer is in town 
-Cub
-Cub
Last edited by Cubdriver; 01-16-2009 at 05:21 PM.
01-16-2009 | 05:20 PM
#26
Line Holder
Joined: Feb 2007
Posts: 36
Likes: 0
From: Chief Pilot - Hawker 800xp
Yup, at 10.5k the 2+ went straight to 450, and would also do it at the 12.5k MTOW. Again, the book says 28 minutes at ISA for a sea level takeoff.
Yes, the MMo for the CJ2+/3 is .737 with the refined CJ wing...which it will constantly hit at FL450 in the CRZ detent. In exchange for that lower max speed, you get superior fuel burn, range and TOL field length numbers.
The Premier 1A has a vastly superior cabin to the CJ family...but what good is .80M if you have to take any amount of payload any amount of distance?
I'm really anticipating the Premier II's arrival, and I do hope they stretch it to compete against the CJ4. With all its current attributes, a 17'+ cabin and enough fuel for at least 1700nm would be GREAT.
Yes, the MMo for the CJ2+/3 is .737 with the refined CJ wing...which it will constantly hit at FL450 in the CRZ detent. In exchange for that lower max speed, you get superior fuel burn, range and TOL field length numbers.
The Premier 1A has a vastly superior cabin to the CJ family...but what good is .80M if you have to take any amount of payload any amount of distance?
I'm really anticipating the Premier II's arrival, and I do hope they stretch it to compete against the CJ4. With all its current attributes, a 17'+ cabin and enough fuel for at least 1700nm would be GREAT.
01-16-2009 | 05:25 PM
#27
Doing One Pilot's Job
Joined: Sep 2005
Posts: 7,884
Likes: 119
I know...I'm saying I hope Hawker-Beech stretches the P2 into a legitimate competitor with the CJ4 (lets call it Premier 3 for the sake of argument). Doing so would negate the need for the 450XP, but if they kept the 450XP's price point I could see it being a VERY attractive airframe for operators.
01-16-2009 | 07:59 PM
#28
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Joined: Jan 2007
Posts: 64
Likes: 0
Havent been to the CJ3 or Citation X but have been through the DC-9, GIII and GV courses. FSI provides great jet training and services. Focus on the limitations, critical action items/boldface. The systems are firehosed but you'll get through them.
Good luck
Good luck
01-17-2009 | 04:53 AM
#29
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Joined: May 2008
Posts: 86
Likes: 0
I would very much reccommend FSI to anyone. I trained on the CJ at FSI MCO and on the Astra at FSI ILG. I wound not reccomend doing a transition type. I was current in the CE500 so that allows you to do your CE525 initial as a transition type. Talk about a firehose!!! everything you get in the 14 day course you have in 5 days including the check ride. I passed but talk about stress. The transition course is a bit less money but I retained alot more in the standard format.
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