I chalk some of it up to human nature. Burning 140gph (granted @365KTAS) you feel it every time you fill up. If you buy an expensive plane that is more fuel efficient, like an SETP, it is more abstract as the cost happens at a different time.

Also, one really should bite the bullet and do a full glass panel upgrade - I would have really struggled to go from the G1000 in the SR22 to a legacy panel. But that takes time, cost on top of buying the plane, and a trusted shop to do it right. I was fortunate to buy mine with the panel already done.

But I am pleased as punch with my decision. It is the ultimate family truckster. Easy to work on, parts are plentiful, simple systems, very capable and safe....

Good chance maintenance on your 501 will be less than your 421.

Totally agree with what you’re saying. In my case, with CAA and access to wholesale fuel, it costs the same to top off a 501 and a PBaron. Might be similar transitioning from a 421.

I am used to paying roughly 30k per year to maintain my 421C at TAS. I figure a 501 would be similar? Less even? Safety and reliability greatly improved. Speed and cool factor also improved. I believe Mike mentioned that if I could land a 421C into an airport, I’ll be able to land a 501 with TR’s into the same airport.

All correct, Chase!

More importantly, if the 501SP can safely depart that airport with an engine failure at V1, you will likely crash in the 421 with an engine failure at rotation, when both planes are loaded for the same mission.

The 501 will cost you more to operate per mile than the 421, but not a huge amount more, say 50% more or so. Depends a lot on how involved you are in managing its maintenance and the terms of your shop.

Mike C.

Closely related is fear of the random. Some costs associated with airplane ownership are predictable. Some are random. That random bucket can get bigger with a jet.

But occurs far less often.

The piston pilot is freaked out when considering a turbine based on multiplying the breakage rate of piston aircraft times the repair cost of turbines.

it is more than engines, BTW. Not having a piston engine vibrate the airframe incessantly makes things last longer.

Could you buy a 501 that is economically out of control? Yes, it could happen, but that is exceptionally rare. Even in that case, the plane is worth a fair amount as parts. Wheels, brakes, engine cores, starters, ACM, avionics, actuators, hydraulic parts, ignitor boxes, GCUs, control surfaces, door, etc. The used parts market has picked up quite a bit in recent years as retirements have gone down and plane values have gone up.

Mike C.

But occurs far less often.

The piston pilot is freaked out when considering a turbine based on multiplying the breakage rate of piston aircraft times the repair cost of turbines.

it is more than engines, BTW. Not having a piston engine vibrate the airframe incessantly makes things last longer.

Could you buy a 501 that is economically out of control? Yes, it could happen, but that is exceptionally rare. Even in that case, the plane is worth a fair amount as parts. Wheels, brakes, engine cores, starters, ACM, avionics, actuators, hydraulic parts, ignitor boxes, GCUs, control surfaces, door, etc. The used parts market has picked up quite a bit in recent years as retirements have gone down and plane values have gone up.

Mike C.

Sell he 421 just fly the jet .

Piling on - I'm 18 months into my 501 ownership and couldn't be happier with it. I think a big advantage that's easy to underappreciate is the simplicity of the systems - everything is mechanical and pretty straightforward, which translates to easy to work on and mostly reliable. For me coming from the world of Eclipse where everything was integrated, interdependent, and selection of shops and mechanics is highly constrained by that, the legacy Citation world is a breath of fresh air in that regard.

Yes, you spend on fuel burn, but you save on capex, property taxes, insurance, etc etc etc vs something newer. The upside of that is you have tons more flexibility to control your annual spend; the downside is that it can encourage you to fly less if you let it. Regardless, none of those airframes you mentioned can come close to competing on value, in my mind.

Last point I'll make is that 'old' is not the same thing as 'poorly maintained'. Yes, some of these airframes are pushing 50 years old; many of them you'd have no idea unless someone tells you the age. You can have a near-perfect airframe or a s*itbox, whether it is 10 years old or 50; it all depends on the owner's tolerance to let things slide.

Come on in, the water's fine!

I went from 421c to 501sp.

I think overall maintenance is probably similar maybe more on the jet. Trip cost for fuel is also about the same. But if the jet is slightly more it’s by far worth it.

I was a wreck departing in my 421 just waiting for something to give. That’s not a concern in the jet. Even if I lose an engine it’s a none event.

I almost never have to fly around weather in the jet and in the 421 I was always going around stuff and getting beat up.

At the end of the day it’s about comfort and safety and my family and I are worth the extra cost to have a jet.

I don’t know what my heart rate was when flying the 421 but I was nervous for sure. I have an Oura ring now and my heart rate does nothing when flying the jet. I get higher heart rate when loading up the plane getting ready to leave than I do in the cockpit.

Mike

what AOA does everyone climb at for cruise climb vs max performance climb?

Chris Leach did a whole study on this. Paging Chris Leach.

Sleeping in the Hangar tonight. Here is a little tour of my day. I hope you enjoy it. A lot of love goes into building these airplanes. there’s an awesome low time Pratt powered one, and two on and off program Eagle IIs with updated panels.

https://youtu.be/DmuHN-HmEic?feature=shared