There are 560s which fit that bill, the aircraft value is below what it costs to do two overhauls.

Guess some of them are throw away airplanes, too.

A lot of CJs not fit that category. Getting two FJ44-2s overhauled will definitely exceed the market value of some of them.

By that definition, a good fraction of all airplanes are throw aways. Good thing we aren't doing that.

Mike C.

The best description I've heard of a CJ: two $1M hair dryers with a $1M tube in the middle. Makes avionics and airframe upgrades seem less lucrative when you realize it only impacts 1/3 of the airframe value...

All the $$ risk in turbine ownership is the engines. You might be play the game by getting lucky purchasing a good airplane, then selling, but the downside can be huge. I have owned 2 turbine powered airplanes, both happened to be on engine programs.

Luck is not plan for the downside falls into your lap, just after the blue smoke has exited your engine. I have had significant engine issues with three turbine engines, all three happened to be Pratt. The Pt6 was a failure caused by Dallas Armotive not following recommended procedures during engine assembly. The other two were JT15-1 and turbine blade issues. The number on each of these three issues was 6 digits.

Seek and Use qualified advice from Experienced Qualifed Professionals before you spend your money.

Thanks for being that person that makes up the statistics so the rest of us fly relatively trouble free.


Hmmm.


The number on the engine programs is about 6 digits every 2 years.

Mike C.

Thanks for being that person that makes up the statistics so the rest of us fly relatively trouble free.

I've have just over 1,250 hours in turbines now and have never had a major engine issue. Guess I'll start counting my lucky stars About 500 of that was in the military. Over 650 now in our C90 with the balance in the Citation. We've had gauges or electrical but nothing due to the engine itself. We do a bore scope every couple years when we check igniters and fuel nozzles. So far, so good.
When in the military flying helos, I don't recall an engine problem other than related like chip detector that wasn't a real issue, gauges or connections. But, I didn't work in maintenance. I do know folks that relied on another party to broker a plane and had inspections done by shops not known for good work that later had issues.

Sir![/quote]

You are very welcome!


Remember all airplane noises are expensive, turbine airplane noise is really expensive ! :eek

I think you mean "Eventus stultorum magister!" in your signature.

I think you mean "Eventus stultorum magister!" in your signature.

Can you write that 100 times by sunrise?

Can you write that 100 times by sunrise?

Mike, I have been following this thread and wanted to add my two cents. I flew a King Air for 17 years on the More Program. Never had any real issues. Even went through hot sections at $35,000 a side. One was a little more than the other. Pretty cheap for 1700 hours. Eventually sold the plane for a price that was appropriate for the engine times. The new owner is still happily flying it with no issues. Now I am flying a Premier 1A. Before making the leap I looked long and hard at the cost of the engine program. Like you have realized, once on the program you need to stay on the program. I am currently at 200 hours in the Premier and it has been a great choice for me. The one thing that has really surprised me is the peace of mind of having the engines on a program. For all of those years I justified the More Program but now I am very happy to have the engines on the program. Yes...it's a lot of money, but you are buying this plane to make money. I am sure if you look back a year from now it will not be a big concern. The opportunities that you will gain will more than off set the cost. This has been my experience. This advice is worth what you paid for it! Good luck.

Premier I / IA is the best jet for the money right now.

Someone at BEECHCRAFTTEXTRONCESSNA needs to wake up and put them back in production!

Agreed Bob, I was doing 250-300 hours a year in my 340, doing that every 6 months now in the CJ. I budgeted I'd be doing less hours per year

Not not sure how the taxation system works but in Australia the program monthly costs is a straight deduction that has it advantages. The capital cost of an overhaul can't be treated that way here.

I like knowing that between Tap Blue and insurance I'm covered. Less exposure then my 340A...

Andrew