I’m starting to doubt this math. My experiences so far is that the 90 series KA is only marginally more expensive than the 421, and frankly may be cheaper.

Gas price per mile is close to a wash, maybe a touch more in the KA - yes, the KA burns more but goes faster and Jet-A is cheaper.

Routine annual maintenance is trending about the same, if not less for the KA than the 421. Yes, certain things like the 6 year gear overhaul will make the costs a little more lumpy but overall the maintenance bill certainly isn’t 2X.

Engines are a big variable cost. However, a lot of that depends on if you plan to overhaul the PT6s at TBO or just do a hot section and keep on going.

Robert

I’m starting to doubt this math. My experiences so far is that the 90 series KA is only marginally more expensive than the 421, and frankly may be cheaper.

Gas price per mile is close to a wash, maybe a touch more in the KA - yes, the KA burns more but goes faster and Jet-A is cheaper.

Routine annual maintenance is trending about the same, if not less for the KA than the 421. Yes, certain things like the 6 year gear overhaul will make the costs a little more lumpy but overall the maintenance bill certainly isn’t 2X.

Engines are a big variable cost. However, a lot of that depends on if you plan to overhaul the PT6s at TBO or just do a hot section and keep on going.

Robert

It works for 150 or so.

The math for a King Air is actually worst in the low 200's. You can combine two phases together if you fly under 200 hours/year - Most owner/operators do Phases 1&2 one year, then 12 months later do Phase 3&4, but that only works if < 200 hours/year.

Robert

I believe it's worse the less you fly, period. Flying a King Air more hours lowers your per-hour cost.

If you fly 225 hours a year, you can still combine phases. Do a 1&2 after 200 hours, then a 3&4 after another 200. You're fulfilling both the requirements of a phase every 200 hours and all four in two years. Your inspection costs per hour of flight will be less at 225 hours a year than they will be for someone who flies 150 hours a year.

Isn't that the same for any airplane Jim? How is it particularly different for a KA vs a 421?

Robert

Isn't that the same for any airplane Jim? How is it particularly different for a KA vs a 421?

Robert

Ah, gotcha - Thanks!

Robert

Kind of a minor nit, but if comparing fuel costs, especially in a turbine, best to compare fuel burn in the block. Total fuel burned divided by nm or vice versa. Turbines can look real good at FL410, but they have to get up, get down and maneuver in the terminal where fuel flows are quite high. For instance on take off the M2 is burning around 300 gph. . Turboprops and pistons are relatively more efficient in climb, descent and cruising in the terminal area.

Turboprops and pistons might seem more efficient in the climb, but they don’t get downstream as well either. Sure, an M2 might burn 300 gph on the TO roll, but that rate drops fairly quickly climbing 3000 fpm. When it levels off it’s over 100nm downstream accelerating to 400 kts burning 90 gph.

That is true. But still with Jetfuel pushing $7/8/9/gallon in some popular destinations now, makes my eyes water looking at those fuel flows. I used to feel pretty pleased with myself keeping my average Jet A fuel price below $3.50/gallon. Now if I can keep it below $5/gal feeling lucky.

Best plane for six people, 600 n.m.

Jg

Would rather drive than deal with the airlines. Especially if traveling with kids.

That doesn't pass my sniff test. I think that might be off by a factor of two.

That doesn't pass my sniff test. I think that might be off by a factor of two.