I am about $235k cost per year all in with Williams programs and not on lump. That’s everything but fuel. We fly around 150-170 hours a year.

I don’t see how you spend more on a non program 501. My engine program is almost $80k so that’s about $160k per year for the plane, hangar, maintenance, insurance, subscriptions, etc. so around $1000 per hour give or take for the plane without program. $1500 with program. My program cost is about $475 per engine hour

I spend a fair amount of time managing the plane and jet training. So that’s not free, I don’t want to add that up. Haha

Mike

Couple of data points. I crossed the country twice this week in my 501 and only one fuel stop per trip; even on the westbound trip. It's consistently giving me 1000nm into a moderate headwind. Hot headwinds with awful DAs and I flew from KICT to KSBD and landed with 900# on board. Fuel burn on this leg was 425 gallons.

Check out playback of aircraft N12VB from Wichita to San Bernardino on Flightradar24. https://fr24.com/data/aircraft/n12vb#3affb513

I know that II's and V's have better economics on these long flights but my combination of Capex and Opex has made this a great plane for my missions.

I don't think the opex for the V is any higher for the same missions as the 501. It will burn a little more fuel (like 10-15% more), but do the missions faster (less airframe/engine hours you have to pay for), and may avoid a fuel stop on some longer missions, say over 1000 nm.

The 501 advantages are single pilot without the SPE, under 12,500 lbs which avoids certain rules (like TCAS in Europe, Mexico), under 12,500 lbs avoids some fees in some cases, and lower capex (especially in current times, not so much 5 years ago).

The 501 makes an excellent first (and maybe last) jet.

Mike C.

Oh without question Mike; you got V capabilities for 501 Capex.

That's a pretty sweet deal.

What's annual opex for 50-75 hours a year on a 501? Is that enough hours to remain proficient?

That's plenty of hours to stay proficient and exercise the airplane. I fly Citations about 300 hours a year but use my personal 501 about 60-75 hours a year (sometimes less). I certainly have no real use for owning my jet given I have access to something in inventory at pretty much any time. I just like having access to something that's my own....hard to justify but I do it because it makes me happy.

It's a dirt simple airplane to fly and stay proficient in.

I have a hugely unfair advantage being an A&P and having all my parts. I spend $6K a year on average which is mainly knicknacks to keep it squawk free. I pride myself in keeping it as flawless as humanly possibly; both mechanically and cosmetically. If you valued my labor at $100 an hour, it is probably another $6K in my labor labor. For someone without these resources, budget $25K a year to keep it in perfect condition.

Gas is incredibly cheap right now so budget about $600 an hour in gas.

I just listed a special one in the for sale section.

That's where I am. Don't need it, but definitely want one and seemingly can easily afford it. Keep trying to see what I'm missing and doesn't seem to be a gotcha here.

That's plenty of hours to stay proficient and exercise the airplane. I fly Citations about 300 hours a year but use my personal 501 about 60-75 hours a year (sometimes less). I certainly have no real use for owning my jet given I have access to something in inventory at pretty much any time. I just like having access to something that's my own....hard to justify but I do it because it makes me happy.

It's a dirt simple airplane to fly and stay proficient in.

I have a hugely unfair advantage being an A&P and having all my parts. I spend $6K a year on average which is mainly knicknacks to keep it squawk free. I pride myself in keeping it as flawless as humanly possibly; both mechanically and cosmetically. If you valued my labor at $100 an hour, it is probably another $6K in my labor labor. For someone without these resources, budget $25K a year to keep it in perfect condition.

Gas is incredibly cheap right now so budget about $600 an hour in gas.

Did a 4 hour flight today Smyrna TN to Provo into about 30-40 knot head wind. 1250NM and landed with 1300# and got routed around both departure and destination airports. Flew last half at FL420. Could have fit more fuel in the tanks. The Eagle II you have to soak a little to get them all the way full. It’s crazy how far it goes on the last bit of fuel when it’s super light up that high.

I have flown a couple 4:30 flights. Man my legs were not happy. Haha

https://www.flightaware.com/live/flight/N45AF

Mike

Do you remember what your cabin altitude was at 42K?

If his plane made the max diff of 8.5 PSI, then FL420 is a cabin altitude of 7850 ft.

FL420 is kind of weird, you would think they would give FL410 or FL430 since FL420 takes out both those altitude as well in non RVSM airspace. Why wasn't FL430 used?

I believe the Stallion, the 501 with FJ44 but without the fuel hump, would have made this flight as well due to climbing faster, FL430 cruise altitude from the start instead of FL420 halfway, and cruising meaningfully faster. The range ring where the Eagle II makes it and the Stallion doesn't is quite narrow in my analysis when given identical missions despite the Eagle II carrying 730 lbs more fuel.

Mike C.

Haha anytime I post any trip or range info Mike C has to go after my wing hump. He can’t stand himself. LOL.

I was in a hurry and time was more important than range. So that’s why I cruised at FL380 initially and didn’t go to FL430. It would have slowed me down a bit. So I got a block from FL410 to FL430. I generally fly lower and faster than higher and slower
And have never went below MCT.

Lots of variables and I almost didn’t even climb up above FL380 as I could have made it but there was weather and I don’t want to stress on fuel.

Yes the Stallion is a great plane as well. But I tankered fuel to horseshoe bay which I could not have done with a stallion.

Was just sharing a trip I did but I guess if I do I need to be ready to take Mike C’s hump attack. Glad he didn’t go after my williams program as well. Hehe

I was just below 8k cabin altitude. My plane easily make max diff.

The V is the best jet on the market. There.

Mike

There’s a couple gotchas.

Everybody you know and their mom will want a ride in your jet. The FBO’s will salivate when you pull into their ramp and everybody will have their hand out.

BUT it’s worth it.