TXi upgrade?
I like it. Given the previous posts, I was under the impression that the only reasonable way to own the Klingon jets is get them cheap and fly as-is.
Get one with some engine time left, then fly off that remaining time, then part out.
(Crossno also upgrading the 501 panel)
I think it’s a given you won’t get the full panel investment back at resale but it sure adds to desirability and appeal for pilots used to glass.
Did someone mention Garmin may STC the 600 series autopilot in the future? That would be cool.
The jet-tech full upgrade is how much? 175K?
One would really need to plan on owning the plane for a long time for that investment.

If this sounds like I’m looking for an excuse to get a type rating in a 501sp with a g600/750 suite, your right! Talk me into it please.

This package on my plane with TXIs is $250k

Gorgeous

I've got a lot of time in 500s
With the airframe and your new panel if you have a lot of engine time left you've got a lot of fine flying for a low buy-in price. It is a good airplane in my book. I'd go anywhere in it.
Wish I had a panel like that back when.
R U RSVM?

I'd say 99% of the 501s still flying are RVSM.

I think what people are discovering is that these wonderful planes aren't really replaceable for anywhere close to what they cost. Not all of them, but many of these airframes are worth upgrading. Maybe my definition of a disposajet is evolving.

I'd say 99% of the 501s still flying are RVSM.

I think what people are discovering is that these wonderful planes aren't really replaceable for anywhere close to what they cost. Not all of them, but many of these airframes are worth upgrading. Maybe my definition of a disposajet is evolving.

Low capital cost
Low operating cost

Pick one

Robert T

I don’t know. Maybe not a “dispose a jet” but certainly “dispose a jetA”. At least with the JT15’s. Mind boggling what they consume.[/quote]

You never flew an old Lear 20 series did you? :-) :-)
In them, you were fuel critical at start up!
Taxied out many times on one engine and started the other approaching the end of the runway IF we had T/O clearance.

The JT15 was an entire new world in fuel burn compared to the CJ610

You never flew an old Lear 20 series did you? :-) :-)
In them, you were fuel critical at start up!
Taxied out many times on one engine and started the other approaching the end of the runway IF we had T/O clearance.

The JT15 was an entire new world in fuel burn compared to the CJ610[/quote]


But man, would they go like stink! Pretty good vertical performance when light, too.......

How much fuel and Mx can you buy in the capital cost difference between a G4 and a G650?
Maybe the rest is ego and image? :-)

Which would be better for the bottom line or at some point is the money involved immaterial to the total picture?

Yeah. You’re spot on. Yet the Mustang is quickly reaching critical mass. It won’t depreciate much more and pretty cheap to operate if you can stand being off programs.

The 800nm range realistically of the 501 kicks my butt too.

That’s so yesterday.....
G700 test flight now completed......

Yeah. You’re spot on. Yet the Mustang is quickly reaching critical mass. It won’t depreciate much more and pretty cheap to operate if you can stand being off programs.

The 800nm range realistically of the 501 kicks my butt too.

MU-2 has the best stopping violence of any airplane I've been in. I think 800 feet is possible.

MU-2 has the best stopping violence of any airplane I've been in. I think 800 feet is possible.[/quote]

C-130
B-737-200 would also yank you right out of your shoes if need be.[/quote]

Try a light 727 with nose wheel brakes and a 40 flap landing on dry pavement.
A 130 still rocks in that department though.
As noted a 737-200 with a 40 flap did good also. (before the plastic lever blocker!)
Slipin' and slidin' in DEN seemed normal in the winter Had to use reverse to stop in the gate once in a 737. NO braking after turning into the gate. What's the old song?
"Slip slidin' away"