A very valid consideration, however, a lot of folks don't overhaul those engines (part 91 folks). They purchase used and replace. Of course, part 91 can go beyond TBO on P&Ws. The fella that owned the Citation II I dry leased had purchased and replaced existing engines more that once. Some folks adapt an approved maintenance program to extend TBO. All things to weigh. But for folks that aren't part 91 and don't want to worry about engine replacement/overhaul, this certainly affects value.

Sounds like a lot of work and $$

On long trips, I'll spend the extra hour in the Pilatus playing Scrabble instead.

JC the PC 12 works so well for you. Seems like a CJ3 is gonna be hard to justify. Long flights are boring but maybe you hire a pilot for just those flights and take a nap in back???

Definitely an option. I hung out the PC12 salesmen today and that was the topic.

Where did you hang him

Where did you hang him

Sorry. I missed the “with”

“Hung out with”.

You need to test ride a jet. Preferably a Lear if you’re going to hire a pilot. You’ll never look back. Won’t have time. You’ll think the last plane was like riding a pickle in a barrel.

I fly in jets all the time. Most recently a Falcon 20. I wished I had my Pilatus.

I'm not going to hire a pilot. Ever. Sitting in the Pilatus for 5 hours is no big deal. It's big and comfy. It's not like sitting in a Cirrus.

We all do it Jason; that just came across as funny.
I think most have thought about hanging a salesman sometime. (Not the good ones, of course.)

There are hundreds of repair centers for Cessna airframes that charge reasonable hourly rates and parts are available at lower costs.

With Pilatus, you go to where they tell you to go and you pay for Swiss precision....

I don't feel my Pilatus is expensive to maintain.

I like swiss precision.

Maybe two hours. One way.....

And you technically don’t have to hire a pilot. All you need is a friend with a PPL, ME, and IFR. Any way you look at owning a jet you’ll have a mentor pilot for sure for a while.
Top is PC12; bottom is LJ45XR.

FIFY

No doubt the Lear 45 is a game changer..... what do I do on my 4-5 250-500NM flights per week I already do? Call my buddy every time? It's not going to happen. I fly way too much.

You also notice on your chart how much faster the PC12 gets when you fly it lower into the headwinds. Probably 5 hours. Man that Lear 45 burns some gas. What's the full fuel payload?

... if you are just flying within the US

... and 61.55 12 month currency that includes:

Sec. 61.55 — Second-in-command qualifications.

(a) A person may serve as a second-in-command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second-in-command pilot flight crewmember only if that person holds:

(1) At least a private pilot certificate with the appropriate category and class rating; and

(2) An instrument rating or privilege that applies to the aircraft being flown if the flight is under IFR; and

(3) The appropriate pilot type rating for the aircraft unless the flight will be conducted as domestic flight operations within United States airspace.

(b) Except as provided in paragraph (e) of this section, no person may serve as a second-in-command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second-in-command unless that person has within the previous 12 calendar months:

(1) Become familiar with the following information for the specific type aircraft for which second-in-command privileges are requested—

(i) Operational procedures applicable to the powerplant, equipment, and systems.

(ii) Performance specifications and limitations.

(iii) Normal, abnormal, and emergency operating procedures.

(iv) Flight manual.

(v) Placards and markings.

(2) Except as provided in paragraph (g) of this section, performed and logged pilot time in the type of aircraft or in a flight simulator that represents the type of aircraft for which second-in-command privileges are requested, which includes—

(i) Three takeoffs and three landings to a full stop as the sole manipulator of the flight controls;

(ii) Engine-out procedures and maneuvering with an engine out while executing the duties of pilot in command; and

(iii) Crew resource management training.