Page 11 - Volume 17 Number 10

cutoff and clear the prop, going to rich mixture as the engine fires. Hood was careful to warm up the oil and cylinders before moving off the ramp; a high-capacity blower in the overhead vents helps with ventilation.Taxiing is straightforward; nosegear steering is positive, visibility is good and the wingspan is only 41 feet, so the airplane fits into most ramp spaces. Hood normally taxis with 1,100 rpm, which requires frequent braking to keep the speed down. The runup checklist is fairly short, mostly confirming controls, trims, instruments and fuel crossfeed capability. A feathering check is performed at 1,500 rpm and prop exercise and mags checking is done at a furious 2,300 rpm. Cowl flaps are confirmed open, boost pumps are switched on and we’re good to go.Pausing in position to bring up 25 inches m.p., the turbochargers began pumping and the airplane’s lithe 9.3 pounds per horsepower became evident. Takeoff power for the -J2BD engines is 49 inches m.p., up 6 inches from the stock 310-hp airplane. Piper’s optimistic takeoff distance charts are predicated on using 15 degrees of flap and lifting off at Vmc, but most pilots opt to let the airplane roll flaps up until reaching a point at least halfway to the 110- knot Vyse. We were quickly past the Vmc of 83 knots, rotating at 95 and breaking ground around 2,000 feet down the runway.Initial climb rate shot up to 1,700 fpm, given our light load, and with power pulled back to 38 inches and 2,400 rpm, our cruise climb speed of 130 knots gave us 1,300 fpm, drawing 28 gph through each engine. The big Navajo is stable as a brick, responding predictably to pitch and roll inputs and trimming nicely to each new configuration. Weaving through the morning’s build-ups to top the Cu at 7,500 feet MSL, we leveled off to set up 65% power, 31 inches and 2,200 rpm, a quiet, economical configuration. Hood then made the “big pull” of the mixture knobs to go into lean-of- peakoperation,settlingon50degreesOCTOBER 2013LOP, where the airplane purred like a kitten. Advancing power by 3 inches m.p. regained the speed lost by operating LOP, and we indicated 155 knots, a true airspeed of 180, seeing only 28 gph total fuel flow. Hood normally flight plans for 195 knots at higher altitudes.His biggest challenge upon transitioning from the Aztec was the Navajo’s greater speed; the big bird can cruise well above 200 knots when asked, and in letdown it quickly picks up speed. Otherwise, there are no surprises, even when loaded heavy. Maximum gear operating speed is 130 knots, but lowering the first 25 degrees of flap is allowable at 174 knots, which helps rein in the speeding Navajo. Additional flaps can go out below 140 knots. As with the Aztec, there is some ballooning from flap extension, which Hood’s F-model had balanced out with automatic trim adjustment.We had heard good things about the Navajo’s low stalling speed and mild manners and, sure enough, with 15 inches m.p. and flaps extended, we eased down to 60 knots IAS before the nose broke over. Recovery was prompt and predictable. The stock Navajo’s stall number, 63 knots, is only a couple of knots higher than the regulatory maximum for single- engine airplanes. Accordingly, short field arrivals are easy.As we let down to return to base, we wound up at 2,500 feet MSL, trucking along at 125 knots IAS but using only 10 gph per engine; the big Navajo can loaf parsimoniously, if that’s what you want. Easing into the pattern, we flew the base at the 110- knot blueline, committing ourselves on a 100-knot final and slowing to 95 over the fence. Touchdown at 60 knots had us clearing the runway in about 3,000 feet, with no braking.As a family cruiser, Hood’s Panther Navajo delivers great speed, comfort and style. “We’re just average folks,” Geoff said, “and we use the airplane just for personal travel.” It’s a dif•ficult airplane to surpass, without going a longwayfurtheruptheladder. T&TTWIN & TURBINE • 9