We are looking at our next options with the top goals being a) speed b) reliability, specifically for parts c) Keeping a cabin size similar or larger than our Bonanza ( I wont go into a lancair)

I bought a 1979 A36 Bonanza TN (western skyways) which I am pretty happy with. I have not had a chance to take it above 12,000 ft, but I am getting around 175 kts fully loaded, on around 14-15 gph. (Peak TIT was 1500, I run at 1420-1430, with CHTS in low 300's)

I have 500 hours, and our weights are not issue (couple, no kids, combined weight 340 lbs)

Our missions can be lengthy though. We are based in Houston and go to Orlando, Boston, Minneapolis, Denver, and would love to be able to fly directly to the Mexican Carribbean (Cancun/Cozumel) - hinting at over the water operations. And yes, we want to avoid the airlines as much as possible.

This Bonanza seemed like a reasonable purchase because of A) Cost (I got into it for $300-400 K B) Parts reliability C) Decent speeds and range D) Entering into retract/high performance . However, many times, we find ourselves fighting 50 kt winds (or greater at altitude) and it takes quite some time to cover those 800+ nm distances.

I would like to get into something of similar reliability with more speed, and around $700k to low $1 million. Annual costs between $50k-100k From my own research I've come across Piper Jetprop, Meridian, older TBM, (king air c90 and other cabin class twins dont seem to give much more speed), and if possible eclipse jet (I don't know much about these yet).

Wanted to hear what other suggestions people had for our missions.

fast, cheap, reliable

pick two

Jetprop seems like a good fit for this mission.

i went the route of C340. loved every hour of it.

not the solution for everyone, but it offered us the ability to move 5 (normal sized family) 400-500 miles over any weather, all seasons, night or day.

go back to defining your mission. i sold my A36 when I was in VMC, over top of wx, at night, over the mountains, and experienced a mountain wave. that was enough to make me want pressure and a second engine.

It's a crazy world where a 1970s Bonanza costs $400k. For $700k, you could buy a Citation - LOTS more capability. It's crazy to me that 1/20 the plane costs more than 1/2 as much.

That alone probably means that piston planes are doomed. For your application, I'd go used Citation.

I'm in a nearly identical situation but from a Cirrus instead of a Bo. Similar needs although I'm looking for more useful load with 3 pax in the back. I'm based in Austin and a very similar mission profile although perhaps more TX trips but definitely some longer legs as well.

Trouble I've found is that none of the planes I've been looking at meet all the requirements. Probably need to find an 80-90% solution and just make it work for the other 10-20% of the flights that don't meet that planes profile.

I'm definitely following along.

OP mentioned a $50k - 100K annual operating budget - this tends to translate to piston aircraft. This budget wouldn't keep a relatively new PC12 operational, let alone a relatively mature twin turbofan.

Exactly. Older turbines, e.g. Citations, are cheap to buy BECAUSE they are expensive to own.

What is the operating budget for a PC12- one of the more expensive turboprops?

My only data point for turbine is from an older Meridian.
Annual is around $25-30 K and insurance is around the same $25 K (for a low time 400 hour pilot)

My hangar rent is around $6000 a year, would change minorly for a VLJ or turboprop.
Fuel on turboprops seems to come between $250-400 an hour (estimating 35-60 gallons at $6 /gal of Jetfuel), ($25,000-$40,000/year for 100 hours of fuel)

Is there something else I am missing?

Cessna made improvements with each version of the 210, culminating with the T210R, where they had worked out virtually all the issues that earlier models dealt with. Max cruise is 217 kts with a more typical cruise of 207 kts and max range 1235 nm. Useful load typically 1749 pounds with a fairly roomy interior. Here's one picked at random from the controller adverts:
https://www.controller.com/listing/for- ... e-aircraft

An option is an MU2, say an F or K model, which can be had under $400K.

Put the other $600K in investments. An 8% return is $48K per year, this is less than the SP500 average return the last 20 years.

You can fly it for under $100K per year, I did for my M model and a doctor friend of mine has an F model and operates under that budget easily per year. I was about $700-750/hour and flew 100-125 hours/year.

F model is 260+ knots. One for sale on Controller for $289K right now. Later models get progressively faster. You will have twin turbine reliability, pressurized comfort, and go a lot faster. It will make those long trips a lot shorter.

A 501 Citation is an option given the low capital cost (maybe $500K?) but the operating costs will be hard to keep under $100K/year. If you put the saved capital cost in investments, then it might work out as I think you can do it well under $150K/year. Nothing is safer than the jet if you put a high value on that, much safer than a piston single. Passenger comfort tops anything else.

There are 3 501s under $500K on Controller right now, including one with fairly low engine times.

For smaller planes, your capital costs go way up (Meridian, TBM, etc), so you are losing a lot of money in tied up capital that you don't see. A $1M JetProp, for example, is $80K in capital cost per year before you spend any money on actually flying it. Higher capital cost is higher risk or market value loss, and higher insurance, too. 10 years from now, I doubt 501s will be half their market value now, while JetProps might be.

Basic point: make sure to look at the total cost of ownership, including the cost of capital.

Mike C.

PC-12 capital cost is about $3M minimum.

Capital cost per year is about $240K assuming a modest 8% return on investments.

For a 100 hour per year flier, that is $2400 per hour just for that. That completely dominates the cost of ownership.

Mike C.

What is the operating budget for a PC12- one of the more expensive turboprops?

My only data point for turbine is from an older Meridian.
Annual is around $25-30 K and insurance is around the same $25 K (for a low time 400 hour pilot)

My hangar rent is around $6000 a year, would change minorly for a VLJ or turboprop.
Fuel on turboprops seems to come between $250-400 an hour (estimating 35-60 gallons at $6 /gal of Jetfuel), ($25,000-$40,000/year for 100 hours of fuel)

Is there something else I am missing?

Sounds like a perfect "Meridian" trip.

Mooney acclaim type S

Meridian

Aerostar