Adam your boys will grow a lot in the next five years and you will need more luggage space and useful load.
When your start up kicks in you will rocket past STEP's look for a Jet.

Same thoughts. Long interested in range performance, none of the posts reflect where I would be going-as in: What is Vldmax at what weight, giving what Nam/gallon? Does anybody fly some percentage above Vldmax for current weight as fuel burns off, to maintain a constant AoA? Does any one make a matrix of CAS vs Nam/g for the weights flown, at Vldmax and on up to Carson? Why do so few of the posters use LOP ops? Are you all aware of the almost perfect fit of LOP ops into TC operations?
Does anyone fly Target CASs and reduce them as aircraft weight goes down? Do these larger than Bo airplanes have something complicating efficient long range ops that would be inapparent to a SEL guy? Or even think of pulling back power to not allow CAS to increase as fuel burns off? Or pull back power to make gas with a tailwind? Or increase power in a headwind knowing an intermediate stop will be needed? Or know that altitude is speed, CAS is range? Is there so much to learn with these airplanes that guys aren't curious to analyze the basics? Even to extend TBOs?
Not saying I know better, just really curious.

Same thoughts. Long interested in range performance, none of the posts reflect where I would be going-as in: What is Vldmax at what weight, giving what Nam/gallon? Does anybody fly some percentage above Vldmax for current weight as fuel burns off, to maintain a constant AoA? Does any one make a matrix of CAS vs Nam/g for the weights flown, at Vldmax and on up to Carson? Why do so few of the posters use LOP ops? Are you all aware of the almost perfect fit of LOP ops into TC operations?
Does anyone fly Target CASs and reduce them as aircraft weight goes down? Do these larger than Bo airplanes have something complicating efficient long range ops that would be inapparent to a SEL guy? Or even think of pulling back power to not allow CAS to increase as fuel burns off? Or pull back power to make gas with a tailwind? Or increase power in a headwind knowing an intermediate stop will be needed? Or know that altitude is speed, CAS is range? Is there so much to learn with these airplanes that guys aren't curious to analyze the basics? Even to extend TBOs?
Not saying I know better, just really curious.

I feel for the OP. Poor guy asks a simple question and all he gets is "Don't be such a flipping idiot - fly fast!" While that advice is certainly worth mentioning, it would be nice if a 421C owner with a real POH would add "But if you insist squeezing the absolute maximum range out of the 421C, you set..."

I feel for the OP. Poor guy asks a simple question and all he gets is "Don't be such a flipping idiot - fly fast!" While that advice is certainly worth mentioning, it would be nice if a 421C owner with a real POH would add "But if you insist squeezing the absolute maximum range out of the 421C, you set..."

From a 421B POH, but should be very similar

Maximum still air range is quoted at 1350nm at FL250 at 55% power with a 45 minute, 45% power (20 gallon) reserve.

555 power specs at FL250 are 200 KTAS/31 GPH

PM me if you want the whole POH

I won't use your math, but I'll take a little of your programming expertise

Insurance (11,500)
Hangar (15600) [My residence at tRide is saving me money, FXE is expensive]
Annual (45,000) [Included a new AC unit and brakes, which I knew would come in my first annual)
Maintenance (2,800) [Replaced the inertial separator]
Fuel (95,000) [Actually came in a little lower than that but I have longer trips and am normally always above 25k]

So my operating cost last year was $377 an hour. Add another 140 per hour for engine reserve and I'm below the $600 mark. Throw in HAPP at 17k and I'm right aroun $550 per hour..........

To top it all off, that airplane has been reliable as all heck. Only had one issue with a nose strut seal failure that dumped the hydraulic fluid out of the strut, which was when I landed at 30GA on my way to my annual. There had been a very slight leak in the previous flight.

I believe that's why the PC12 is do damn desirable and holds it's value so well.

I won't use your math, but I'll take a little of your programming expertise

Insurance (11,500)
Hangar (15600) [My residence at tRide is saving me money, FXE is expensive]
Annual (45,000) [Included a new AC unit and brakes, which I knew would come in my first annual)
Maintenance (2,800) [Replaced the inertial separator]
Fuel (95,000) [Actually came in a little lower than that but I have longer trips and am normally always above 25k]

So my operating cost last year was $377 an hour. Add another 140 per hour for engine reserve and I'm below the $600 mark. Throw in HAPP at 17k and I'm right around $550 per hour..........

To top it all off, that airplane has been reliable as all heck. Only had one issue with a nose strut seal failure that dumped the hydraulic fluid out of the strut, which was when I landed at 30GA on my way to my annual. There had been a very slight leak in the previous flight.

I believe that's why the PC12 is do damn desirable and holds it's value so well.

I believe Charles and Jesse handled the range questions perfectly

I won't use your math, but I'll take a little of your programming expertise

Insurance (11,500)
Hangar (15600) [My residence at tRide is saving me money, FXE is expensive]
Annual (45,000) [Included a new AC unit and brakes, which I knew would come in my first annual)
Maintenance (2,800) [Replaced the inertial separator]
Fuel (95,000) [Actually came in a little lower than that but I have longer trips and am normally always above 25k]

So my operating cost last year was $377 an hour. Add another 140 per hour for engine reserve and I'm below the $600 mark. Throw in HAPP at 17k and I'm right aroun $550 per hour..........

To top it all off, that airplane has been reliable as all heck. Only had one issue with a nose strut seal failure that dumped the hydraulic fluid out of the strut, which was when I landed at 30GA on my way to my annual. There had been a very slight leak in the previous flight.

I believe that's why the PC12 is do damn desirable and holds it's value so well.

I flew 450hrs last year in my PC12. Total of 525 in all airplanes. Most I have ever done.

What was above, except my fuel was 86.4k. I do however had KACT where I get my fuel in the 1.80 -2.10 range. I fill up there once a month on my fl-tride flights.

Operating cost of the PC12 has astounded me as it falls inline with what others have been preaching. If you have your own maintenance department with a fleet then the operating cost is very little.

500 hrs is no joke. How many did you fly in the Baron. At 500 hrs my plane can be flown for lunch money...

only a total of 8hrs. Baron was sold earlier on this year. Only have the PC12 and Mooney. Did another 30hrs of flying in another PC12 and then the rest was Mooney and helping gravel bar Larrabure bring his 182 up from Costa to Seattle.

Michael the PC12 is very nice and if I had a need to fly 120,000 NM per year I would have one.
I only need 20,000 to 30,000 NM of transportation per year.
My total yearly budget is about 60,000 dollars per year.
Yours is more than 250,000 dollars per year and this does not include the capital cost on Three Million dollars.
the hourly cost for a PC12 at 100 hours per year would be more than 2,000 per hour plus the debt service.
The PC12 is a great family plane but you need to fly it a lot and have a budget of more than 250,000 per year.
The 421C is great for pilots with a budget less than 70,000 per year. The big problem is it's getting harder to find good 421C's.
If I was 45 and my kids were still young I would have a PC 12 in my hangar.

Gerald, no doubt and I agree with you 100%. But you can afford that airplane, it will appreciate , and your wife called and told me you can get one!!!!

I looked long and hard at the 414/421's and eventually decided that the capital cost warranted the PC12 given the hours I would fly. I surprised myself by flying a ton more, simply because I had a tool that could do so.

The yearly CA personal property tax bill alone on the PC12NG would be more than what I currently spend on an entire year of flying, total. You gotta pay those turbine bills with pre-tax money.