Individual circumstances can greatly affect results.

At KSMQ, the runway is 2739 ft and makes a jet less practical.

It should be noted that jet runway numbers include engine failure on takeoff and 50 ft TCH on landing, so they are conservative. Ground run is typically about 1000 ft shorter than the book numbers. The TBM numbers do not include engine failure, of course. The numbers are thus apples to oranges in some ways.


How much do you spend on training for the TBM? Do you use a sim?

My upcoming 61.58 + SPE is $9K at Flightsafety, the SPE adds about $3K to the price, so a 501 would be less.


You are doing far more on your TBM than I do on my Citation. You could, of course, apply a similar level of involvement on a Citation. If you get on a LUMP, then you basically go 3 years between inspections, and there is no 10 year gear inspection, either, so a lot less time in the shop.

Mike C.

Typical is about $4000-4500 for an annual recurrent, same whether at SimCom or in aircraft (though the latter adds fuel/op costs).

$1.5-2.5M.

It is a lot of money for an airplane isolated in its own small ecosystem, shares virtually nothing with 500 or 525 series.

Mike C.

I've been doing in plane recurrents in FL, about $3k including fuel

Of the 540 V and Ultra made, I expect at least 400 are still flying, so your statement that the Mustang is "far more" seems misleading.

The parts commonality among 500 and 525 series is quite high, and there are many thousands of those. I've used parts from a 500, a 550, a Bravo, an Ultra, and a CJ on my plane. Ample supply.


Being a unicorn among Citations makes them vulnerable to unique part problems. The lack of part commonality with the other small cabin Citations is one of the reasons Cessna stopped making them.


All planes need parts. The new and used parts inventory for Mustangs is limited.

My plane is simpler than newer ones. I'll never be AOG for a FADEC fault, for example.

Mike C.

I take it the travel cost from NJ to FL is not considered in that figure?

Mike C.

You just do a hot section and keep going to answer your question. There's no debate here. PM me and I'll give you an introduction. As long as nothing is trashed in your engine, you'll get out of this for Bonanza overhaul costs.

I take it the travel cost from NJ to FL is not considered in that figure?

Mike C.

SimCom just got bought by CAE and the prices have gone up a lot. PC12 recurrent this year for me is $6700. I think the TBM is the same.

SimCom just got bought by CAE and the prices have gone up a lot. PC12 recurrent this year for me is $6700. I think the TBM is the same.

Is Simcom the only TBM sim choice?

Lack of competition can lead to high prices.

Simcom is the only choice for MU2 (and that's fixed base FTDs, not sims).

CE-500 choices are more numerous, Flightsafety, Simcom, CAE, Loft, RTC, etc.

Mike C.

No. Simcom is the manufacturer anointed official sim trainer. I did my initial at EFT in SC. Underwriter accepted it. I don't recall the prices, but I think it was half the price or less, with fewer days. Not sure if there are any other sources for sim training, but there are plenty of different ways to get in-aircraft training. EFT was also a fixed FTD, SimCom's may be as well, not sure.

I wouldn't have been prepared to fly the plane without the 25 hours of dual that I did after the sim initial. We did plenty of emergency procedures and approaches, but not so much on the basic operation of the turbine, which was the new part for me. Or if we did, it didn't really stick until I flew the actual plane.

CE-500 choices are more numerous, Flightsafety, Simcom, CAE, Loft, RTC, etc.

And you have two of them on the Piaggio.

At least hot and continue is an option. If one does that and then u assume a 1mm at the next cycle, the cost per hour really isn’t that bad.