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.