The cheaper airplane might cost more in the end. Similarly, paying more doesn't mean the outcome is better, either. I consider it more worthwhile to know what is wrong with an airplane than to have it be claimed to be perfect.

Your thinking is good, you really need to know the ecosystem the plane will operate in. Where to get service, parts, training, etc, is often more important than the airplane itself.

That is one downside to the MU2, you really do need specialists to maintain it. I took mine to Dickson, TN for that, which while close, still was effort to shuttle it back and forth.

I now have my Citation maintained at my home base which is a huge saving of time and money over moving it for service. is there any local shop at KFDY?

If you have to service it off home base, then you want an airplane that minimizes the number of times it needs to move. That speaks to the inspection schedule and the times it breaks down. Turbine is best for this.

You might want to hop up to Toledo Jet, less than an hour's drive from Findlay. It is a former Textron service center and the guys there took over when Textron closed it and maintain Citations and other turbine equipment. Might be worth checking them out. I have no experience with them, just thinking about what is closest to you, and I would like the fact the shop is now independent so they can make their own rules. Also there is National Flight up there, too, noted for TPE331 aircraft.

Mike C.

Are there ever any findings from this or is it all just revenue enhancement and new opportunities for maintenance induced faults?

Even the MU2 has some sort of gear thing periodically, though not nearly as onerous as the King Air.

My Citation landing gear hasn't been out since it was installed at the factory in 1991. After 10,000 hours and 8,000 landings, its working just fine.


The whole FCU and prop control thing is complex on TPE331, computer or not.

I believe few TPE331 pilots actually fully understand it. Maybe they don't need to.

Mike C.

I do not have any maintenance at KFDY. Toledo is only 45min away for good service on citations and Garrett engines. I agree with your thinking, if I’m going to make a change, it better be worth it. A 425 or King Air just won’t offer enough increase in value to risk as compared to my 421C.

Are there ever any findings from this or is it all just revenue enhancement and new opportunities for maintenance induced faults?

Even the MU2 has some sort of gear thing periodically, though not nearly as onerous as the King Air.

My Citation landing gear hasn't been out since it was installed at the factory in 1991. After 10,000 hours and 8,000 landings, its working just fine.


The whole FCU and prop control thing is complex on TPE331, computer or not.

I believe few TPE331 pilots actually fully understand it. Maybe they don't need to.

Mike C.

441 is out of your budget to acquire, but the top choice for you otherwise considering its capability and your 400 series history.

The 425 is much less of an airplane, IMO. Not enough juice for the squeeze.

Commanders are big and somewhat maintenance intensive. Hangars can be an issue, turbulence isn't as enjoyable.

If MU2 is too weird, Merlin probably also not on the table.

Maybe a King Air A100? Rare, but TPE331 powered.

That pretty much exhausts the TPE331 choices.

How about Citation 501SP? That's not as far a stretch as it may seem and no turboprop can compare for safety and comfort. The lower entry price pays for the extra fuel and the longer inspection intervals saves a lot of money and down time.

Mike C.

How many hours of your time have you invested each year to get the maintenance numbers you see?

I didn’t know King Air made an airplane with TPE331. There is a nice one with great avionics on controller now.

https://www.controller.com/listing/for- ... p-aircraft

We had 45k in maintenance last year on the 441 (1st year, so have no idea if that will be normal). Used National Flight in Toledo, phase 2 in April, phase 2 & 3 in November. 200 hrs flown.

We had 45k in maintenance last year on the 441 (1st year, so have no idea if that will be normal). Used National Flight in Toledo, phase 2 in April, phase 2 & 3 in November. 200 hrs flown.

We averaged 38k/yr for 8 years in the 421. That doesn't count upgrades, new engines, etc. This was mostly at TAS also, like Chase. 155 hrs/yr avg.

A Blackhawk 425 is a pretty capable machine.Mine will true 275 to 290 from 23000 to 26000 depending on temp. I moved up from a trailing link 421c. I looked at King Air 90s and the Mustangs and decided to stay with 425.The King Air was harder to get in the pilots seat and visibility was better in the 425 to me.The Mustang was newer and a little faster but it didn’t make sense for some of the fields I fly into. A 441 was more plane than I needed and wasn’t familiar with the Garret’s.In 2 years and 300 hours the 425 has had 100% dispatch rate. It just fires up and goes. I have had no issues with parts availability.

What is the fuel flow and range at those speeds in the mid 20s?

Mike C.

Yes, I do mean the B100, thanks for the correction.

Mike C.

This came about because Pratt was having labor problems, including a strike.

Beech wanted to send a message to Pratt to get its act together, and the B100 with TPE331 was that message.

Beech went back to the PT6 and never did anything with the TPE331 again.

The B100 has become something of a collector's item, the King Air cabin with the TPE331 engines. The King Air purists will scoff at it, but it makes a very decent airplane with better fuel efficiency.

Mike C.

This came about because Pratt was having labor problems, including a strike.

Beech wanted to send a message to Pratt to get its act together, and the B100 with TPE331 was that message.

Beech went back to the PT6 and never did anything with the TPE331 again.

The B100 has become something of a collector's item, the King Air cabin with the TPE331 engines. The King Air purists will scoff at it, but it makes a very decent airplane with better fuel efficiency.

Mike C.