Do you even understand the concept of KIAS and TAS ? If you doubt my qualifications, I will gladly give you tail numbers of all the flights that I was PIC on for the past 30 years. Here are a couple of recent flights for you to look at. (N-730EZ and N-8029W). Both were the same airframe type as the accident aircraft. Departed CYYT to LPAZ for a 6.6 hour flight and uplifted 309 USG, more than 75 USG remaining or 1.5 more hours of flight until burn out. That was 1374 nm. No tailwind to speak of, in fact had up to 40 knots of headwind at one point !! Call me again when you fly something that burns kerosene !!

(Written on 2012年04月09日)(Permalink)

FLAP

(Written on 2012年04月07日)(Permalink)

I am a 21000 hour ferry pilot and I move these airplanes around the world. I KNOW what I am doing. You talked in one of your squawks about highly trained and highly experienced pilots, I am that pilot. With over 500 transatlantic and transpacific crossings to date, it takes knowledge of many variables before jumping across the big pond. These guys TAS of 260 tells me a lot.

(Written on 2012年04月07日)(Permalink)

Right off the HBC website for a C90GTx: Maximum Cruise Speed 272 kt 504 km/h Range: Max Payload 298 nm 552 km Range: Full Fuel/Available Payload 1,236 nm 2,289 km Range: 4 Passengers 1,192 nm 2,208 km Range: Ferry 1,310 nm 2,426 km Max Operating Altitude 30,000 ft 9,144 m Take-off Field Length (MTOW) 2,552 ft 778 m Landing Field Length (MLW) 2,363 ft 720 m

(Written on 2012年04月06日)(Permalink)

No contradictions. I am saying that you can keep that airplane in the air for 7.5 hours if you know what you are doing. Obviously these pilots did something differently. I do this for a living, and you? What is your background ?

(Written on 2012年04月06日)(Permalink)

Track a N730EZ and then explain to me how the airplane goes the distance with no auxiliary tanks.

(Written on 2012年04月06日)(Permalink)

Extra fuel tanks not required and range figures are incorrect for this model.

(Written on 2012年04月06日)(Permalink)