I didn’t realize the entire fuel bill on a 501 is only $450/hr. That’s about 1/2 of what I thought. Engine programs become another discussion, however. Being able to leverage the used engine market makes the 501 viable, no question. But, it comes with other risks and costs. Nevertheless, a nice 501 like the one offered on this thread is an excellent way for a pilot to break into the turbine world at a reasonable price.

I didn’t realize the entire fuel bill on a 501 is only $450/hr. That’s about 1/2 of what I thought. Engine programs become another discussion, however. Being able to leverage the used engine market makes the 501 viable, no question. But, it comes with other risks and costs. Nevertheless, a nice 501 like the one offered on this thread is an excellent way for a pilot to break into the turbine world at a reasonable price.

I put this together for my own personal use years ago. I think the data source was an Aircraft Bluebook I had lying around. For discussion only; Not to be used for Navigation!

1977 0001 § 0026, 0028 § 0043, 0045 § 0048, 0050, 0051, 0053, 0054, 0261 § 0263, 0267, 0272, 0273, 0275

1978 0044, 0049, 0052, 0055 § 0062, 0064 § 0084, 0090, 0093, 0098, 0283 § 0285

1979

1980 0125, 0133, 0139, 0143 § 0170, 0175, 0183, 0188, 0193

1981 0171 § 0174, 0176 § 0182, 0184, 0186 § 0192, 0194 § 0220, 0222 § 0232, 0237, 0260, 0314

1982 0221, 0233 § 0236, 0238, 0240 § 0248, 0250, 0252, 0254 § 0258, 0317, 0319

1983 0251, 0253, 0259, 0321 § 0325, 0675

1984 0676 § 0686

1985 0687 § 0689

I put this together for my own personal use years ago. I think the data source was an Aircraft Bluebook I had lying around. For discussion only; Not to be used for Navigation!

1977 0001 § 0026, 0028 § 0043, 0045 § 0048, 0050, 0051, 0053, 0054, 0261 § 0263, 0267, 0272, 0273, 0275

1978 0044, 0049, 0052, 0055 § 0062, 0064 § 0084, 0090, 0093, 0098, 0283 § 0285

1979

1980 0125, 0133, 0139, 0143 § 0170, 0175, 0183, 0188, 0193

1981 0171 § 0174, 0176 § 0182, 0184, 0186 § 0192, 0194 § 0220, 0222 § 0232, 0237, 0260, 0314

1982 0221, 0233 § 0236, 0238, 0240 § 0248, 0250, 0252, 0254 § 0258, 0317, 0319

1983 0251, 0253, 0259, 0321 § 0325, 0675

1984 0676 § 0686

1985 0687 § 0689

Can't overstate this. Mike makes this all work.

I put this together for my own personal use years ago. I think the data source was an Aircraft Bluebook I had lying around. For discussion only; Not to be used for Navigation!

1977 0001 § 0026, 0028 § 0043, 0045 § 0048, 0050, 0051, 0053, 0054, 0261 § 0263, 0267, 0272, 0273, 0275

1978 0044, 0049, 0052, 0055 § 0062, 0064 § 0084, 0090, 0093, 0098, 0283 § 0285

1979

1980 0125, 0133, 0139, 0143 § 0170, 0175, 0183, 0188, 0193

1981 0171 § 0174, 0176 § 0182, 0184, 0186 § 0192, 0194 § 0220, 0222 § 0232, 0237, 0260, 0314

1982 0221, 0233 § 0236, 0238, 0240 § 0248, 0250, 0252, 0254 § 0258, 0317, 0319

1983 0251, 0253, 0259, 0321 § 0325, 0675

1984 0676 § 0686

1985 0687 § 0689

Ok, cool, but what happens when Tarver dies or retires? It sure looks like I'd be in the same situation I am with my gently-used Conquest--scraping the bottom of the barrel.

That's the mortality test of many airplanes. Currently, the availability of used engines and parts for legacy Citations is great enough to help sustain the active fleet. As the numbers deplete and the boneyards dry up, it will become more difficult. It happened faster with the Conquest because of the smaller fleet size. With legacy Citations there's more laying around to pick off of. I'm sure Tarver has forecasted the run out.

Mike,

Can you (or anyone else) compare the cost of operating a comparably priced and equipped MU2 to this plane? Including acquisition and disposition?

It would be interesting to map out the depreciation curve on different airframes.

New airplanes are expensive compared to used airplanes of the same type.

Different ends of the depreciation curve.

Used airplanes continue to depreciate until they start to appreciate.

If they are supported the high price for new (or close to new) airplanes pulls up the value of older planes, especially if those older planes have parts support.

Creating a support eco system for older Citations is a great way to add value to what would otherwise be airplanes the would be unacceptably expensive and difficult to maintain.

As Mike C has said at least a couple times, a low utilization operator can buy a lot of fuel for what one of these older planes save in terms of capital cost and insurance cost.

I can add mine to that....1978 sn 501-0078

Yes, some of the oddball serial numbers Usually mean the airplane was exported as a 500 and then got converted to a 501 via a paperwork change

Did any of the 550s go through that same dance?

I have a 551 that was originally built as a 550. Cessna would do it (for a fee).



Robert T

Often when discussing Citation v King Air or other turbo props, the issues get boiled down to fuel cost per hour. Sometimes the discussion takes into account that the Citation is 50-70+ knots faster, sometimes it does not.
One of the parameters I rarely see mentioned is service ceiling. Believe me, there is a lot to be said for being able to go to 410 or higher in some models.



Robert T