Wish it was me but no, just a close friend. He is going to buy an aircraft and really likes the TBM700C2 but a CJ1 has come available at our home airport. The CJ is very nice and we know the owner (800 hrs. since new, 2002) I think the price is a little high but WTHDIK? $2.7MM. He can buy a 700C2 for probably $1.6MM. Neither price scares him (he owned 2 different MU2s in the past). The mission is routinely back and forth from TVC-LEX, with an occasional trip to AZ from TVC (winter time). All pretty much business travel with 2-4 person trips. I have figured out the operating costs for the TBM but not doing as well for the CJ1. My friend is not a pilot and has no interest in flying, only transportation. Any help would be appreciated. Thanks, Ed

Cool comparison but.... I don't see how you can compare the 2.

Operating a CJ is probably 4 times that of a TBM.

If he has tons of money go for the CJ. But, if he has tons of money, why not get a TBM 850? Why a 700?

CJ for sex appeal.

TBM for utility.

But if money is no object, get the CJ.

If money isn't the issue go with the CJ1. It's roomier, quieter and has two engines!

What a great problem to have. I know nothing that can be of benefit to the discussion but will enjoy watching it here!

If he's not flying it though, it's gonna get cramped in either plane.

If money is no object, I'd get a PC12 with a bathroom and coffee maker and plenty of room for everyone. The PC12 will go non stop with a full load pretty much anywhere in the US. The CJ won't.

The CJs have a Lav. I think a Lav is important when you load up airplanes with people, bags and go great distances.

I would get a turboprop myself.

The CJ cruises much faster at 387kts and averages about $1700-1800/hr. Not sure what the TBM cost per hour?

Let me supply a little more info. He really likes the 700C2 and most of the time the airplane would be carrying only a couple of his employees to LEX and back to northern Michigan (same day). The CJ became an option only because it just became available when his buddy decided to upgrade to a new CJ of some sort. There is a potential partner in the CJ1 and my guy has no problem with that and actually likes that idea. He would own the 700 himself with no partner. What do you really get for the extra cost of the 850 over the 700C2? No charter for the 700 and minimal for the CJ1 where I don't think revenue would be worth the trouble. A comparison chart from the internet shows a 700C2 operating cost to be $529.00/hr. (fuel, maintenance, engine, misc.) The guy who wants to hangar and manage the CJ shows the operating costs for the CJ to be $965.00/hr. However the fixed costs are pretty high ($186,000/year) He also shows charter for the CJ at $1500.00/hr. Isn't that pretty cheap? Updates to follow!

My friend has a CJ1 and flies it himself. He tells me he runs it at $2500 an hour.

$1000 an hour for a CJ? NO WAY!

It's all about the LAV. and two jet engines.

Most non-pilots call a Beech 1900 a small puddle jumper and anything with a prop is dangerous. If you want to impress and calm your friends and colleagues then the CJ is the only option.

Jason,

It really depends on the accounting, and if you're talking DOC or total costs for a given number of hours over time. Yea, total costs at $1000 an hour sounds pretty skinny.

If you just figure the value of $2.7 at 6% it's 162K or $800 an hour for 200 per year, before turning an engine, hangar, insurance, maintenance.....

But some folks will consider that as an "investment" or worse, a tax savings and subtract the tax benefit from the costs. (creative accounting).

Yes, jets are expensive.

But, one could also quantify the benefit of doing business with big spenders and showing up in a jet makes a statement. To haul W2 employees around, I'd get a Baron or Bonanza..... if there were a bunch of 6 figures guys, perhaps a King Air. The TBM would not be in the equation, and neither would the PC12.

Larry, I'm interested to know why you say a TBM or PC12 are not in the equation? He has no interest in impressing anyone with a jet. He owns a stamping plant and actually a jet could have the opposite effect on customers. He has been chartering a baron and sometimes a 310 for the trips but has no interest in buying a piston.

quote="Larry Olson"]


Jason,

It really depends on the accounting, and if you're talking DOC or total costs for a given number of hours over time. Yea, total costs at $1000 an hour sounds pretty skinny.

If you just figure the value of $2.7 at 6% it's 162K or $800 an hour for 200 per year, before turning an engine, hangar, insurance, maintenance.....

But some folks will consider that as an "investment" or worse, a tax savings and subtract the tax benefit from the costs. (creative accounting).

Yes, jets are expensive.

But, one could also quantify the benefit of doing business with big spenders and showing up in a jet makes a statement. To haul W2 employees around, I'd get a Baron or Bonanza..... if there were a bunch of 6 figures guys, perhaps a King Air. The TBM would not be in the equation, and neither would the PC12.[/quote]

Two questions that may be important from an operational perspective:

Where is the next service center for Socata vs. Cessna jets ?
Are there insurable contract pilots for either type available locally ?

A friend of mine with an older Cessna 500 is on the Cessna maintenance plan. They come to him anywhere and usually have his plane up and running within twenty four hours. Does TBM offer this type of service?