I think that applies to just about everything you have said in this thread.

Mike C.

I think that applies to just about everything you have said in this thread.

Mike C.

For the new owner, the 501 is the place to go right now. The V went ballistic.

Something around $600K will get you a decent one. You can fly it without SPE, single pilot, and under 12,500 lbs. Not as fast, but still a great entry jet.

There is a V for $1.6M list:

https://www.controller.com/listing/for- ... t-aircraft

Actually looks quite decent, engines are 106 SHSI, has Skystep, etc. Avionics is stock 5 tube except for Avidyne navigators. Has dual club (no galley) which is actually kind of nice (hate my galley, just dead weight). A Garmin overhaul would probably drop 400 lbs on this plane.

Mike C.

For the new owner, the 501 is the place to go right now. The V went ballistic.

Something around $600K will get you a decent one. You can fly it without SPE, single pilot, and under 12,500 lbs. Not as fast, but still a great entry jet.

There is a V for $1.6M list:

https://www.controller.com/listing/for- ... t-aircraft

Actually looks quite decent, engines are 106 SHSI, has Skystep, etc. Avionics is stock 5 tube except for Avidyne navigators. Has dual club (no galley) which is actually kind of nice (hate my galley, just dead weight). A Garmin overhaul would probably drop 400 lbs on this plane.

Mike C.

BTW Mike, I’ve always enjoyed debating with you. You know your stuff.

I miss the old days when I was just starting JetAcq and would spend time on here waiting for the phone to ring, you and I had some heated threads! But, I learned a lot and gained respect for you and your research skills!

It’s Saturday morning, I woke up with a bad headache, some allergy issues and I don’t feel like doing anything, but somehow doing this is oddly soothing.

Depends.

I bought a plane with an ACM that had 5000 hours on it. I knew I might need to take care of that and I had heard horror stories about how expensive that was, so it lowered my opinion of the value of the plane. I overhauled it for $13K, not a horror story, rather straightforward in fact. Now I can say "freshly overhauled ACM". That adds some market value and comfort to the next owner.

Replace a window, that has market value for now being new. And so forth.

It depends on what it is whether it adds market value or not. If I damage a flap, probably expensive to fix and no market value add, for example.

Mike C.

Can you take them out without an STC?

I didn't see anything that said "runout". The engines have 1700 hours until they need something.

Been US registered since at least 2011. Before that, OY-NUD in Europe, Denmark. Planes over there are well cared for usually.

Mike C.

Can you take them out without an STC?

I didn't see anything that said "runout". The engines have 1700 hours until they need something.

Been US registered since at least 2011. Before that, OY-NUD in Europe, Denmark. Planes over there are well cared for usually.

Mike C.

The engines have 1700 hours until they need something.

Mike C.

Unfortunately, it’s a bigger pain than that. Sidepanel, headliner, carpet… and then you have to find a seat.

I agree with Mike, double club is the way to go, but it’s better to buy the airplane that way or buy a whole interior from the salvage yard.

My hangar price didn't change going from a Meridian to the P100. I think it's because the wing is so long on the Meridian it's floor plan eats up odd levels of space. About the only thing that wasn't a price increase moving up to the P100 (and a surprise) especially because there's almost no open hangar space around. I could have my plane 45 minutes away and have a cheaper hangar but that defeats the purpose of having a jet and would make my trip overall much slower than in the Meridian.

I can't really compare AOG costs as I only incurred 1 with the each plane and in the Meridian it was at the home base and was fixed in about 2 hours and cost $140. Had 1 AOG event in the P100 that cost $1500 for them to tell us there's nothing wrong with your plane, just your holding short technique... As Mike C can attest to, AOG events away from home can bring in some abnormal labor costs when techs have to travel - and they travel like FBI agents, always in pairs. But we learned from that AOG event that it's always better to land at an airport with on site maintenance, so now that's what we do when there's the option. Little things you learn the expensive way I guess. Having onsite maintenance to be able to work on your Jet will make a huge difference in your overall cost of ownership. Not having to take short flights to the service center is also much better for your hour to cycle factor for those of us paying per hour for parts (we are currently running a .9 hour to cycle factor and growing, so our hourly parts cost gets multiplied by .9 - our average flight is 2 hours so that should lower the ratio the more we fly).

As for the cost of money, I doubt people are buying $6mm CJ3s with cash unless it's for business use and they need the deduction. Just wouldn't make sense doing that in the last few years with rates under 2%. Far better to let that money work for you then tie it up (in normal times) in a depreciating asset.

Chip-

That's an anomaly. :-)

The fix for this is to either remove the engine and send it to a shop for repair, or to find a shop willing to go on site and do the repair.

The #4 bearing is the rear bearing and I believe not all that hard to get to and could be serviced in the field.

Here's a video of a HSI install with the #4 bearing removed, doing on airplane, so this can definitely be done in the field:

[youtube]https://youtu.be/PfT3NvzunN8[/youtube]

You need to find a shop that can do the work. This is probably faster and cheaper than a rental engine swap out, even if you could find one.

Mike C.

That's an anomaly. :-)

The fix for this is to either remove the engine and send it to a shop for repair, or to find a shop willing to go on site and do the repair on the ramp.

The #4 bearing is the rear bearing and I believe not all that hard to get to and could be serviced in the field.

Here's a video of a HSI install with the #4 bearing removed, doing on airplane, so this can definitely be done in the field:

[youtube]https://youtu.be/PfT3NvzunN8[/youtube]

You need to find a shop that can do the work. This is probably faster and cheaper than a rental engine swap out, even if you could find one.

Mike C.