Yes, some dealer would set up a new LLC to buy plane from dealer and customer buys plane from this 'non dealer' LLC...

Sorry! Thanks for playing.

Permission granted to call it buying and flying the Citation II if you'd like. Of course, all most of us want to do is fly, but all these other details must be overcome (g).
Purpose was to help others understand what's involved. Seems like great info to me!

Permission granted to call it buying and flying the Citation II if you'd like. Of course, all most of us want to do is fly, but all these other details must be overcome (g).
Purpose was to help others understand what's involved. Seems like great info to me!

Permission granted to call it buying and flying the Citation II if you'd like. Of course, all most of us want to do is fly, but all these other details must be overcome (g).
Purpose was to help others understand what's involved. Seems like great info to me!

Daniel, I looked for you on Friday, but I think you had just gone into the conference room for a presentation. Good showing looked like.

Good on you Daniel! Amazing how folks just do things on impulse when asking around a bit or doing a bit of reading could save some real dough, but, it's their money.

The aircraft expo at MYF this past Friday and Saturday was well attended as you noted. The aircraft ownership seminar we held on Friday in the Crown Air building was also very well attended. Definitely one of our favorite stops on the Expo circuit is Southern and Northern Cal venues.

Steve, I'll see you on the road some other times, or online!

Well, scratching my head on this again
When we flew last week we had to make a short hop from Tyler to Addison; then did the longer flight up to Tulaa, Fort Smith and back, then back to Tyler. Computed the fuel usage and the long leg was as conveyed before, but the short legs, ouch over 1600 pph!
Total 2.5 flight on the hobbs was almost 500 gallons of fuel.
So, I really have to think through usage and how much may be shorter legs. On the long legs at altitude, great; on the short legs down low: ouch!

Meanwhile, met with lender on a subdivision and they may be extra nice if I keep my balance sheet about where it is.

So, scratching my head again!

Dave,

What was your altitude on the short leg "down low"?

Dave, can you give me the airport codes for your legs that made up the 500 g? I would like to compare that with what my Merlin IIIC would burn.

Good Morning Dave,

As you have discovered, short legs in the jets become pretty unpleasant when you roll up to the fuel pump! Flying a parabolic climb/descent helps, but it can still be pretty painful.

John IV

They don't need to know about your jet purchase the day after you close on the RE loan...

Dave,
I would sure consider keeping the lenders happy and putting off an airplane upgrade until your business venture is rock solid. Moving up the airplane food chain is a lot more fun when you're not sweating the financial side.
We've been blessed being able to fly KA's. Nothing wrong with watching the props turn a little longer.
Em

BTW, I greatly appreciate your realism that you are sharing the reality of turbine ownership with real world #'s, Dave. Most turbine guys you actually talk to only ever quote their best FF and efficiency #'s at cruise or LRC and neglect to tell the realities of what happens when ATC forces them down low or they have a short trip or a hundred other factors that occur to make the actual overall avg fuel burn and TCO much higher than 'best case scenario'.

Your reaction above to the jet 'short hop' is the same reaction I currently have when running #'s on TPs at lower than desired altitudes or short distance trips. You've probably grown accustomed to that in the KA but it's still shocking to me to see how badly a turbine wants to operate up high and the efficiency penalty you pay at lower altitudes. Of course, this is much more the case with turbofans...