Now turn around and go back.

~200 knots groundspeed!

What plane, altitude? An Eagle II at FL410?

Mike C.

Very nice, Israel. Looks like at least some of the tape gauges have been replaced with dials.

What would be your advice for someone who is looking to buy a 501 for low yearly utilization? Is the FJ-44 conversion that much better considering the higher capex, or would a Pratt model be adequate? Obviously it's highly subjective, but I'm looking for as much info as I can get. Thanks.

Very nice, Israel. Looks like at least some of the tape gauges have been replaced with dials.

What would be your advice for someone who is looking to buy a 501 for low yearly utilization? Is the FJ-44 conversion that much better considering the higher capex, or would a Pratt model be adequate? Obviously it's highly subjective, but I'm looking for as much info as I can get. Thanks.

The Williams engine program, which is basically required if you own an FJ44, has a minimum hours per year of 150. If you fly less, you will pay for 150 hours. This is not good for a low utilization operator. Program prices are about $350/hour for a set of two FJ44. FJ44 provides higher climb, faster climb, faster speed, lower fuel burn, and more range.

The Pratt engine is usually not on a program. HSI is every 1750 hours, OH every 3500 hours, but only HSI is required. There seems to be plenty of available used engines in various states. Textron does (usually) offer a low utilization maintenance program (LUMP) which can extend the main inspections by a factor of two (phase 5 every 6 years, for example). This is a great benefit to the low utilization operator. Textron indicated to me they would not extend an FJ44 converted airplane, however, so this is limited to the stock airplanes.

If your range and speed requirements fit with a stock 501SP, then it is probably the best fit for a low utilization operator. It will be about a 1000 nm plane, mid to high 30s, 350 knots.

If you can operate at or near 150 hours/year, then I'd look at the Stallion conversion, FJ44-2A. This will be a 1400 nm plane, FL430, 380-390 knots. You will need to pay the Williams mafia, but then your engine is taken care of, mostly. I don't think the Eagle II (FJ44-2A with added fuel humps) is very good, the humps hurt top speed and seem to usually be done poorly.

Mike C.

The Williams engine program, which is basically required if you own an FJ44, has a minimum hours per year of 150. If you fly less, you will pay for 150 hours. This is not good for a low utilization operator. Program prices are about $350/hour for a set of two FJ44. FJ44 provides higher climb, faster climb, faster speed, lower fuel burn, and more range.


The Pratt engine is usually not on a program. HSI is every 1750 hours, OH every 3500 hours, but only HSI is required. There seems to be plenty of available used engines in various states. Textron does (usually) offer a low utilization maintenance program (LUMP) which can extend the main inspections by a factor of two (phase 5 every 6 years, for example). This is a great benefit to the low utilization operator. Textron indicated to me they would not extend an FJ44 converted airplane, however, so this is limited to the stock airplanes.

If your range and speed requirements fit with a stock 501SP, then it is probably the best fit for a low utilization operator. It will be about a 1000 nm plane, mid to high 30s, 350 knots.

If you can operate at or near 150 hours/year, then I'd look at the Stallion conversion, FJ44-2A. This will be a 1400 nm plane, FL430, 380-390 knots. You will need to pay the Williams mafia, but then your engine is taken care of, mostly. I don't think the Eagle II (FJ44-2A with added fuel humps) is very good, the humps hurt top speed and seem to usually be done poorly.

Mike C.

Thank you, Israel and Mike.

I've been looking for a 501 AFM online (either for stock or FJ44 conversion) to have a hard look at the performance numbers at different altitudes/weights, takeoff distances, etc. but can't find anything.

Do either of you know where I could get a 501 AFM, in particular the performance section? Many thanks.

Thank you, Israel and Mike.

I've been looking for a 501 AFM online (either for stock or FJ44 conversion) to have a hard look at the performance numbers at different altitudes/weights, takeoff distances, etc. but can't find anything.

Do either of you know where I could get a 501 AFM, in particular the performance section? Many thanks.

I'd like a copy of the Eagle II documents, mikec (at) ciholas.com.

I may be able to dig up 500/501 AFM and POM.

Mike C.

Price is $20K initial plus $1500/year "research fee". Bacon has monetized his program offerings to get yearly revenue from them. I don't think the yearly fee does anything than cost owners money.

Lots of downside to the program, it is 91.409(f)(4), which requires FSDO approval. Also, often causes airplane to be out of inspection on sale to the next buyer since it can't be transferred. The Textron program is vastly cheaper, one time fee, and is a factory program under 91.409(f)(3), so no FSDO approval, so easy to get and use. I think it can be transferred, but even if it can't I got mine in a few days.

You can always ask Textron if they would do a LUMP for an FJ44 conversion. They sort of said no to me, but that may be something that changes over time. They used to refuse to service them at the service centers, but that changed, so there's hope.

Mike C.

I think you will find the performance section of the AFM to be disappointing. It deals with mainly runway data, not flight planning data.

You want the Operating Manual.

Send your email to mikec (at) ciholas.com and I can make them available to you.

Mike C.

Thank you, Israel and Mike.

I've been looking for a 501 AFM online (either for stock or FJ44 conversion) to have a hard look at the performance numbers at different altitudes/weights, takeoff distances, etc. but can't find anything.

Do either of you know where I could get a 501 AFM, in particular the performance section? Many thanks.

I'd like a copy of the Eagle II documents, mikec (at) ciholas.com.

I may be able to dig up 500/501 AFM and POM.

Mike C.

Price is $20K initial plus $1500/year "research fee". Bacon has monetized his program offerings to get yearly revenue from them. I don't think the yearly fee does anything than cost owners money.

Lots of downside to the program, it is 91.409(f)(4), which requires FSDO approval. Also, often causes airplane to be out of inspection on sale to the next buyer since it can't be transferred. The Textron program is vastly cheaper, one time fee, and is a factory program under 91.409(f)(3), so no FSDO approval, so easy to get and use. I think it can be transferred, but even if it can't I got mine in a few days.

You can always ask Textron if they would do a LUMP for an FJ44 conversion. They sort of said no to me, but that may be something that changes over time. They used to refuse to service them at the service centers, but that changed, so there's hope.

Mike C.

Price is $20K initial plus $1500/year "research fee". Bacon has monetized his program offerings to get yearly revenue from them. I don't think the yearly fee does anything than cost owners money.

Lots of downside to the program, it is 91.409(f)(4), which requires FSDO approval. Also, often causes airplane to be out of inspection on sale to the next buyer since it can't be transferred. The Textron program is vastly cheaper, one time fee, and is a factory program under 91.409(f)(3), so no FSDO approval, so easy to get and use. I think it can be transferred, but even if it can't I got mine in a few days.

You can always ask Textron if they would do a LUMP for an FJ44 conversion. They sort of said no to me, but that may be something that changes over time. They used to refuse to service them at the service centers, but that changed, so there's hope.

Mike C.

KPurcell@txtav.com . Email Kim. Extends 1-4 out to 3 years and 5 out to 6. Costs $6k. No A or B inspections.