Why would someone take a CJ3+ over a P300E? From what I understand cabin and cockpit are smaller in CJ3+. P300E flies faster and can be run on annual inspections instead of phase inspections. P300E has Pratt engines, which get you out of the Williams tax.

Only thing I have heard on P300's is some parts shortages and the 10 year inspections that run into the $100's of thousands.

Here you go Bob!!

This was in flight so I apologize for the sun spots!

Another commercially motivated spam thread.

Mike C.

That panel looks identical to mine. Pretty sure if I could figure out how to start the engines, and someone told me the V-speeds I could start flying it tomorrow.

If you can start that Pratt, you can start that CJ3+.......besides, ever hear of a checklist????

V-speeds....the G3000 will tell you those!

Yes, my time.


Imagine every sponsor shown in those little icons on the right all did what Chip does. Is that what you want?

Reasonable sponsors, like Garmin, buy banner ads and keep advertising where it belongs (which, BTW, generates more money for BT than what Chip does, he is trying to advertise on the cheap by making spam threads instead). When Garmin does post, they are generally support, not ads.

Mike C.

It should mean someone who contributes financially to BT.

It shouldn't mean a cheap way to use the forums for spam threads.

If every BT sponsor did that, BT would die under the weight of that.

Fortunately, the vast majority of BT sponsors act responsibly in this regard.

Mike C.

Yes, my time.


Imagine every sponsor shown in those little icons on the right all did what Chip does. Is that what you want?

Reasonable sponsors, like Garmin, buy banner ads and keep advertising where it belongs (which, BTW, generates more money for BT than what Chip does, he is trying to advertise on the cheap by making spam threads instead). When Garmin does post, they are generally support, not ads.

Mike C.

I need Arnie to invent a drink to pair with these threads.

Anyway, since we're here...

...curious if that's something specific about Colorado, something specific about the client, something to do with the airplane not being based in Colorado, or something else?

(signed, a Coloradan)

If the aircraft owner is a right turn (passenger) and new to jet ownership they will probably choose the P300.

If the aircraft owner is a left turn (pilot) the owner probably has Citation history. The move is easier. Coming from any other 525 it’s the same type rating. Even coming from a 500 many of the systems are similar. If I was blessed with $10m or so to trade airplanes it would be CJ3+ for sure.

Embraer is not bad support but Textron has a deeper bench. More vendors. More independent shops. More training options.

More and more of the buyers are right turn which is why the P300 does so well.

There is no difference In the Williams tax versus the Pratt tax. They are both a monopoly with continuous price increases. The only way to avoid the tax is the older Pratt that can be overhauled by independents. Any jet made in the last 20 years is hostage to the engine manufacturer. My Mustang is no exception.

...curious if that's something specific about Colorado, something specific about the client, something to do with the airplane not being based in Colorado, or something else?

(signed, a Coloradan)

If the aircraft owner is a right turn (passenger) and new to jet ownership they will probably choose the P300.

If the aircraft owner is a left turn (pilot) the owner probably has Citation history. The move is easier. Coming from any other 525 it’s the same type rating. Even coming from a 500 many of the systems are similar. If I was blessed with $10m or so to trade airplanes it would be CJ3+ for sure.

Embraer is not bad support but Textron has a deeper bench. More vendors. More independent shops. More training options.

More and more of the buyers are right turn which is why the P300 does so well.

There is no difference In the Williams tax versus the Pratt tax. They are both a monopoly with continuous price increases. The only way to avoid the tax is the older Pratt that can be overhauled by independents. Any jet made in the last 20 years is hostage to the engine manufacturer. My Mustang is no exception.

What was the reason for the move from King Air to CJ? It seems like more and more new and late model buyers are skipping turbo props and going into light jets.

What criteria and experience do you use to guide someone into: single engine turbo props, twin engine turbo prop, or light jet?

Once the Denali is certified, how do you think this will impact the new and late model King Air market?

What markets do you see thriving and growing in 2026?

What was the reason for the move from King Air to CJ? It seems like more and more new and late model buyers are skipping turbo props and going into light jets.

What criteria and experience do you use to guide someone into: single engine turbo props, twin engine turbo prop, or light jet?

Once the Denali is certified, how do you think this will impact the new and late model King Air market?

What markets do you see thriving and growing in 2026?

I have a couple of years of experience with the CJ3+ and about 5 hours in the right seat of a P300 (non E-variant). As a pilot, I prefer the 3+ for cockpit comfort and what feels like higher thrust-to-weight. I have always been able to hit the barber pole in cruise in the 3+, and the 3+ seems to climb through the 30s with ease while the 300 I flew (only 2 legs, but on an ISA or ISA minus day) seemed to climb slowly above 35,000. I can see why passengers prefer the 300 cabin and the 300 ramp presence is superior to the 3+, in my opinion.

I'm under the impression that the 3+ is noticeably cheaper to operate than the 300, but I haven't paid the bills on the 300.

While our 3+ has had more squawks per hour than our Mustang did, we have not had an AOG event in the 3+ (knock on wood). My ownership experience in the Mustang was better, but it was exclusively maintained at WestStar GJT. The CJ3+ has bounced between Textron ICT and Textron SAT for service. Although my experience at Textron SAT has been much better than ICT, I plan to try WestStar next.

My progression in the turbine world has been King Air F90-1, Citation Mustang, CJ3+. I also have a fair amount of cockpit time in the King Air 350 and 260. I much prefer the noise and ride of jets in mid-30s to mid-40s over the King Airs in mid-20s to low 30s. Picking my way around storm tops in the jets in the 40s is far less stressful than doing the same in King Airs in the high 20s or low 30s. I know plenty of owners who have gone from King Air to Citation, but I don't know any who have gone back to a King Air.