I bought my Bonanza because it struck my fancy that day. I had a 182 and was nearing an engine replacement. Saw the Bo, knew hardly anything about it, thought about it for a few hours then bought it. Until that day never even thought about a Bonanza. What I do with the plane hasn't changed one iota from the 182. I've had the Bo 8.5 years, I had the 182 7 years. I pay 50% more for insurance with a $35K more hull value so that's an extra $500 a year. The annual costs about 50% more as well so that's an extra $500 too. I am flying approx the same number of hours per year. I burn a lot less gallons of gas but those gallons cost more as I used mogas in the 182. I have used a little mogas in the Bo as well. Doing a quick calculation gas costs me approx $1000 more per year. So all told the Bo costs about $2000 more to operate per year than the 182.

My mission changed dramatically when I went from TN Bonanza to the PC12. The world absolutely got a lot smaller.

And it'll get even smaller once you get that Citation Ultra with Garmin panel and single-pilot waiver.

Next stop is Phenom 300 or larger. I may just succumb to the 2 pilot thing before it's all said and done.

But yes, my missions will get bigger.

Next stop is Phenom 300 or larger. I may just succumb to the 2 pilot thing before it's all said and done.

But yes, my missions will get bigger.

My goal is to find a way to get included in Jason's missions.

And it'll get even smaller once you get that Citation Ultra with Garmin panel and single-pilot waiver.

Next stop is Phenom 300 or larger. I may just succumb to the 2 pilot thing before it's all said and done.

But yes, my missions will get bigger.

You must be new here

You're right; I didn't see it. If you post a link to it, I'm happy to take a look.

Let's be sure we're not talking apples and oranges. I'm talking about direct operating costs--fuel & maintenance per mile. Periodic costs (reserves) and fixed costs (insurance and capital) are real costs, but they're very situation dependent (how many hours or miles you fly, what your financial status is, whether your borrow money or buy outright, whether you buy an engine program, how much risk you present to the insurer, how much insurance you need to buy etc etc).

Only direct costs lend themselves to easy comparison from owner to owner, and only direct costs per nautical mile lend themselves to valid comparison between slower aircraft and faster aircraft. Somebody mentioned "mission creep," and yeah, of course, if you decide to fly more because you got a nicer plane, it's going to cost more. That doesn't change the fact that a Cessna 421 flying a typical 500 nm trip is actually going to incur more direct cost than an Eclipse flying the same flight. And that's something that many people don't grasp; I certainly didn't at first.

What is the per nm direct cost (fuel plus maintenance) for your Aerostar?

Ken

Jason, out of curiosity what is the farthest you've taken your PC-12? South America? Europe?

Left to right I've done several "coast to coast".

North and south I've done Canada to St. Thomas, Dominican, PR, Mexico etc.

Planning a trip to Argentina in June.

Ken,

Here is the one I selecting my Aerostar.
I do not have the one handy where I started on the Eclipse.
Feel free to update and repost.

Tim

Instead of all this math trying to figure out operating costs just use my method….

If you can easily afford the plane you have, then you're probably good to go with upgrading to what you want.

It works.

Jason,

Some of us have a budget. Either imposed on us via finances, SWMBO or our own predilections.

Tim