Describe the engine wash program. What is it, when do you do it, under what conditions is it required, is it owner performed, etc?

Mike C.

Describe the engine wash program. What is it, when do you do it, under what conditions is it required, is it owner performed, etc?

Mike C.

I guess in a way, this makes the cost of operating Williams-equipped jets very predictable and that is more important to some operators. There's just no real opportunity for reducing costs below those published numbers. That's the deal and that's the only deal. Take it or leave it. Walk the numbers over the accounting department and ask them if you can afford it.

It also makes it a numbers only decision when the aircraft is no longer viable. Add up the engine numbers, the airframe numbers, what's left to spend, subtract it from what residual value. The line on the graph points to zero and that's the end of the runway for that plane.

Describe the engine wash program. What is it, when do you do it, under what conditions is it required, is it owner performed, etc?

Mike C.

CJ1 doesn't have the range Mike wants. He needs a CJ3/4.

Champagne tastes; beer budget.

Allen, basically that means after ever flight for folks like myself.
Reminds me of P&W's schedule.........

Good work so far Mike, keep it going. When you purchase, I'm gonna take your second choice airplane.........that 441 starting to look awfully attractive.

So you have a choice of two planes:

Plane1 for $500K with 500 hours left on the FJ44 engines not on an engine program. Cost you at least $1,000/hr and then you part out the plane because the OH will cost more then the plane value. May cost you more then $1,000/hr if an engine develops a problem prematurely.

Plane2, same airframe vintage and hours as plane1, for $1MM with 500 hours left on the FJ44 engines and on TAP. Fly for 500 hours, pay Williams $150K, have Williams do the OH, sell the on TAP plane with 0SMOH engine for ???? My market bet would be the plane would be worth more then $650K, and your cost/hr was significantly less then $1,000/hr in TAP cost + depreciation. Plus you have the benefit of "insurance" against any engine problems.

Chip McClure, you think this is a fair market comparison?

Describe your risk tolerance and which deal you would choose?

Starting with engines only having 10% life left obviously biases this choice to the engine that will get overhauled by Williams.

If you want to make it even more slanted, say the engine has only 1 hour left.

Mike C.

Starting with engines only having 10% life left obviously biases this choice to the engine that will get overhauled by Williams.

If you want to make it even more slanted, say the engine has only 1 hour left.

Mike C.

Does anyone actually follow that compressor wash schedule? Seems quite onerous for an owner/operator.

What is the Doc operating cost diff between a Williams citation and a pw one?

value_of_risk = probability * cost.

If there's a 1% chance of a $100,000 event, the value of the risk is $1000. Assuming you can afford to cover the event at risk, if it happens.

If you can't ante up for the risk event, then you can't play the hand. Fold and walk away.

Would the value of being paid up on TAP influence the insurance payout in a loss like this?
No dog in hunt, curious.

RAS

Would the value of being paid up on TAP influence the insurance payout in a loss like this?
No dog in hunt, curious.

RAS

Michael. We keep a twin otter with PT6s in Florida. Tronair makes this kit. Adapter stays on airplane. Hook up the hose and motor the engine. We do it after every flight day.

https://tinyurl.com/mrffcz2