The Citation V and Ultra are the ones on the bubble. I think it is solid advice to do DOF overhauls on anything nice, with first or second run engines.

Mike, have you had a chance to do some of the same flights with the V that you did in the MU2 such that you have block time and trip fuel comparisons?

What's this about aircraft inventory levels?

What's this about aircraft inventory levels?

Bizarre, yes!

Just looking through TAP and Barnstormers, some Cherokee 140’s have now passed the $100k asking price point. A high time but clean C172 with some life left on the engine and a 430W is $149K. Vanbortel has a C150 for sale at $59.9K. Some other C150’s are in the $70K range.

These airplanes appear nice, but by no means are they remarkable. Average, to above average at best.

Now do you have time to answer the question about these shops you are talking to that think you can't fly your engine past TBO on Part 91? It would help your argument if you actually cited the people or shops that you say make these claims. Too much unsubstantiated hearsay that you brush off when directly asked and then pivot to another angle, like insurance carriers now possibly refusing to insure if past TBO. Don't make the claim unless you are willing to back it up. I'm here to learn, like most of us. Hearsay doesn't help.

Mike, have you had a chance to do some of the same flights with the V that you did in the MU2 such that you have block time and trip fuel comparisons?

Fair enough, I'll call tomorrow to verify the shops I mentioned.

I placed a call to Textron today.

It was not my intent to share anything misleading or to pivot.

I am not trying to win an argument about the right or wrong of operating past TBO, I have said many times that I am fine with it and have been since the FAA put out a letter clarifying the legality.

My entire point is that there are other concerns that need to be considered.

I don't have scientific grade data, but roughly for a KEVV to KSRQ trip, 685 nm:

MU2M: 2h40 typically, 200 gallons

C560V: 2h05 typically, 400 gallons

It is just hard to be more efficient than an MU2.

I bought the jet not for that trip, but for KEVV to KBFI. That's a long day in the MU2 with headwinds, the jet will be much better and non stop most of the time.

Mike C.

Yea, its not going to happen with ifr reserves unless you can get to 41k AND have at least a 50 knot push.
Not sure where Mike is getting his numbers. Personally, I will not flight plan anything under 1,200# reserve in just about any of the 550/560 planes. When you push the throttles up and see 3,600# fuel burns, things get real in a hurry....

Yea, its not going to happen with ifr reserves unless you can get to 41k AND have at least a 50 knot push.
Not sure where Mike is getting his numbers. Personally, I will not flight plan anything under 1,200# reserve in just about any of the 550/560 planes. When you push the throttles up and see 3,600# fuel burns, things get real in a hurry....