Attachment for 550/551 showed a FADEC Relay Check. First time I ever heard of these having a FADEC.

I don’t know much about the 550/551

This price list is from Skyway that is owned by Mark Huffstutler who owned Sierra that did the mods on my Plane.

So maybe that’s a Sierra mod FJ44 on the 550.

My plane has the FJ44 with ECU but it’s not fadec as it only has one ECU per engine. Fadec has two per engine, one as a backup.

Mike

Are you encountering situations often where planes that are listed for sale have major phases due that the buyer will be tasked with completing?

When I was shopping, just about every airframe for sale was either in phase inspection, or just out of one- at any rate, it was mostly handled by the seller of the airplane, not the buyer

I avoided even inquiring on the airplanes that had a lot of maintenance due or upcoming, no thanks

Are you encountering situations often where planes that are listed for sale have major phases due that the buyer will be tasked with completing?

When I was shopping, just about every airframe for sale was either in phase inspection, or just out of one- at any rate, it was mostly handled by the seller of the airplane, not the buyer

I avoided even inquiring on the airplanes that had a lot of maintenance due or upcoming, no thanks

Mike Pyle deleted his last post, so I’m posting without the capture.

Mike,

I told Jan I’d quit going back and forth, so I will… here’s an olive branch, I’ll pay, with my own money, for a Phase 5 on your airplane at Stevens Aviation Nashville, I’ll also hire a mechanic to oversee the inspection, which is exactly what we do for our clients on every Citation prebuy.

I’ll pay for the flat rate and oversight, you pay for all LEGITIMATE airworthiness discrepancies.

Deal?

Brian, I can guarantee you unless you are departing from KATL, if you are leaving from LZU, PDK, RYY, or FTY going south, you get the shaft at 6,000 feet until you are 30 south of the Bravo. On the run to Destin, even in the Citations, we never file for higher than 21k.

It is very frustrating…

Dude you are not OK. LOL.

Are you saying the guy that last did my Phase 5 didn’t do a good job? Do you even know who it was?

You just can’t help yourself but to trash anyone other than your guys that do inspections. Even when you have no idea who you are trashing.

Grow up.

Mike

Dude you are not OK. LOL.

Are you saying the guy that last did my Phase 5 didn’t do a good job? Do you even know who it was?

You just can’t help yourself but to trash anyone other than your guys that do inspections. Even when you have no idea who you are trashing.

Grow up.

Mike

Worth mentioning again, when it’s your money on the line- 9.5% tax on parts AND labor for non-STC work for aircraft with a gross weight under 12,500 in Tennessee

Ouch

I'm going to chime in since I happen to own a 501. Tarver's post about what things typically cost is pure gold for anyone interested in legacy citations. In my experience, Tarver talks the talk and walks the walk. I've been to ME, NH, and FL service centers for various small inspections, RVSM, etc, and his predictions have been spot on.

Full disclosure: I bought an excellent 501 from Mike. I won't get into everything I went through to decide to choose the 501 except to say my legs are typically in the 600-800 mile range, and weather and cap X was driving factors.

The leftover $1M capX (compared to a TBM) brings me $90,000 a year additional passive income (with relatively low risk). I already file in the top tax bracket so I have some options and choices others probably don't have. Many people won't make the same returns (I'm a professional investor, and I own businesses in multiple states), so maybe buying the 10s @ 4.6% is a more realistic return on the saved capX. Anyway, the extra income pays for a lot of fuel AND it's not tied up in an airplane.

The 501 was the right decision for me, my budget, and my mission. Regarding maintenance on my plane, Mike has been, and will remain, my first phone call anytime I need advice or a sounding board.

Granted, I've only been in the Citation for nine months and I've only flown it 150 hours. My family and I have visited six national parks from ME to CA (one business caters to National Parks), and because of the jet, I'm now doing business in two more states. The jet makes me money, I appreciate the convenience and safety, and it makes me happy. It's also smooth, quiet, fun, and easy to fly. Yes I know, when %#$@ goes south Jet's are a handful. Honestly, when any plane decides you're going to have a bad day, it's a bad day. I'll leave the keyboard warriors to battle out the training in a SIM vs airplane debate. Suffice to say, I take safety serious.

The plane can go (relatively) fast or relatively far. It has a 50kt envelope to use as you need to.

I've done five nonstop legs from FL to ME. Yes, you need good winds and reasonable ISA temps. At long-range cruise, it's a 300kt plane, 90-100 gph, FL38 to 41, contingent on ISA. I'm amazed how accurate Foreflight is on planning. Yes, I need to step climb. It'll go to 35K in 30 minutes easy peasy. Yes, reserves are weather-dependent. There are hundreds of airports along the eastern seaboard. Stack the cards as best you can, and then play the hand. Diverting is easy and fun. If it's not - I don't fly that day.

Regarding transitioning from the Baron: One of the most fun aviation endeavors I've ever had. Right up there with competitive aerobatics and formation flying. Loved the school. Loved my instructors. Loved the check ride. Loved my mentor pilots. There are plenty of other threads that get into the details. I came to the type rating with a little north of 2000 hours and lots of actual weather flying in the Baron. I have business interests in New England and Michigan. No matter what airplane I've owned, from the Cub to high performance experimental, to twin engine piston, I have NEVER had a problem sitting on the ground. Flying a full deice (not FIKI) Baron, I got pretty good with the skew T. 36 years of flying I've never needed to be anywhere on someone else's timeline. That's just how I roll.

Back to flying the jet: I love the professionalism of RVSM airspace, arrivals and departures> Commingling the same airspace, same crossing restrictions, and (most of the time) same airspeeds with the pros. I strive to hold myself to the same standards. As my Dad would say, if you're going to do something - do it right.

For those interested in anything jet-burning, from SETP to legacy citations - enjoy the journey. Find the right plane for you. There are no dumb questions. For me, it was the 501. I'm also prepared to write a 100K check without any financial hardship. (Not that i don't ask questions.)

If your legs are 400-800 miles, it's hard to beat a Citation. If you occasionally want to go 1000-1200 nm, it'll do that to (winds and ISA contingent). There is a fantastic hyper mile article, I think it was written by Seirra. It's truly amazing how far these airplanes will go when you're flying angle of attack.

As Tarver says, I've found the water to be nice. To my beechtalk brothers and sisters: be nice to one another and enjoy the experience!

Worth mentioning again, when it’s your money on the line- 9.5% tax on parts AND labor for non-STC work for aircraft with a gross weight under 12,500 in Tennessee

Ouch

I’m pretty sure that up to 12,500 pounds gross weight you do not have to register the dry leases with the FAA. Just execute them and keep them in the plane.

All this stuff about a phase 5; what are the specifics for one on say a 501?

Please attached, it's a "looking" inspection. It's a time to reflect and fix the little things that haven't been addressed in 3 or 6 years. In having done 20+ of these, I've yet to find something that was an imminent risk to human life. It's not a bad thing but you're going to put some wear and tear on the fasteners and the interior so it's not something you want to do without cause. And with respect for cost, most of the flat rate inspections are probably priced at $300/hour for guys getting paid $30-40 an hour. There's nothing wrong with that from the shop's perspective but I don't believe the cost charged represents the actual value of the work performed. Some of what we pay for maintenance is the value of the knowledge/tools/expertise and is not strictly a time basis.

Airplanes are great, but grand babies are greater!

We just welcomed number six, Lily Pearl into the world!