BeechTalk - BT

Username Protected · **Posted:** 06 Jan 2017, 23:59

Username Protected wrote:

Inspections are always required under PT91. Overhauls are not mandatory under PT91.

Which is why Williams doesn't use the word "overhaul" but instead uses the phrase "major periodic inspection". They want to call the overhaul an "inspection" to force it. In their mind, there is no such thing as a Williams engine "overhaul".

Sign of the times, the manipulation of the rules for business purposes as opposed to sound engineering or safety.

Mike C.

Username Protected · **Posted:** 07 Jan 2017, 14:26

Username Protected wrote:

This thread actually makes me feel good about my 340A purchase. It's all paid for and I will be able to pay cash as I go if I keep it. Even if the engine goes under. It's a $50-$60k a year airplane to run and always will be for a 100ish hours a year. It looks decent, has decent avionics, AC, radar, deice and pressurization. All in under $200K to date with the major systems completed.

If the new Part 23 Revision comes through someday I may be able to wipe the avionics clean for $50ish grand. :shrug:

50-60k?, for 100 or so hours a year seems way beyond my buddies experience and he has tended to countless issues, including fuel bladders, turbos, cylinders, fuel diaphragms and pressurization and ac and a major panel upgrade.

Username Protected · **Posted:** 07 Jan 2017, 14:53

Fuel's going to be the better part of $20K, insurance $4-7K, hangar who knows but probably $6K+, databases $1K, oil changes $1K, a nice "clean" year of maint might be $8-12K. Right there is $40K and that's no boots, interior, panel, paint, or engine reserves.

Username Protected · **Posted:** 07 Jan 2017, 16:09

There's no two ways around it - operating a 30 year old pressurized twin is expensive. I love my 421, but it's expensive to maintain.

Part of that is that I use a local shop that's great but expensive. It's worth it for me for the convenience, but I know that if I used a smaller shop it would be cheaper. They are also one of the top twin Cessna shops in the country which means a lot to me.

You can pretty much forecast the costs of ownership down to a tight level, except for maintenance. Hangar, fuel, insurance, etc, etc, is all easy to project. Maintenance? Not so much.

I know my costs are less than a comparable vintage C90, but more than a comparable Baron.

Robert

Username Protected · **Posted:** 07 Jan 2017, 21:33

30 year old ... ahem

Username Protected · **Posted:** 07 Jan 2017, 22:19

Username Protected wrote:

30 year old ... ahem

29, of course.

For the 11th time...

Username Protected · **Posted:** 07 Jan 2017, 22:19

100 hours per year it's 600 an hour or 60,000 per year . Same for a well maintained Duke, 340, 414 etc.

A king Air, conquest etc based on 100 hours per year will be 1,200 an hour or more.
120,000 per year to start for 100 hours.

Username Protected · **Posted:** 07 Jan 2017, 22:41

Had I flown 100 hours last year instead of 250, I would have been around 70k in the MU2. While going 45% faster so per mile it is probably darn close to a 421 cost.

Username Protected · **Posted:** 08 Jan 2017, 11:27

Username Protected wrote:

That's the advantage of buying new...

Last I heard, with the purchase of a new M600, Piper was kicking in a 90# wife who only needs 30# of baggage for a typical weeklong trip. That's over 100# more UL!

The downside to this deal is you lose your house.

Username Protected · **Posted:** 08 Jan 2017, 11:34

Username Protected wrote:

This thread actually makes me feel good about my 340A purchase. It's all paid for and I will be able to pay cash as I go if I keep it. Even if the engine goes under. It's a $50-$60k a year airplane to run and always will be for a 100ish hours a year. It looks decent, has decent avionics, AC, radar, deice and pressurization. All in under $200K to date with the major systems completed.

If the new Part 23 Revision comes through someday I may be able to wipe the avionics clean for $50ish grand. :shrug:

50-60k?, for 100 or so hours a year seems way beyond my buddies experience and he has tended to countless issues, including fuel bladders, turbos, cylinders, fuel diaphragms and pressurization and ac and a major panel upgrade.

Cessna 421 Max Range