wwoltosz

Keep in mind that what I listed did NOT include depreciation nor any set-aside for engine overhaul. I averaged my maintenance costs (from memory - I don't have them here) for the past three years, not including what I put in to upgrade the panel, etc. My hangar and insurance are each close to $13K/year.

In three years and about 530 hr, my 1979 550/551 (now ~5400 TTAF and ~2000 on the engines) has required two HS boots, replacement of the forward baggage door latches to comply with the recent AD note, one set of tires, just installed complete new brake packs, one fuel leak this year discovered during Phase 5, and a few other minor items. Never had a copilot AI problem, although I did replace a heading gyro during the first year and the left N1 gage twice. And a motive flow pressure switch under the right wing (if you can't start an engine because you can't even get a light on the starter button, don't go into the hell hole until you've checked this! I understand that many aircraft have them removed completely, but the Citation Center mechanic installed a new one after two days of troubleshooting to find the problem - so now I have the opportunity for it to fail again. . .).

I should add in another ~$30K for maintenance done "on the road" that I hadn't thought about earlier, so add in another ~$60/hr. It's still going to be in the $1000/hr range, again not counting engine overhaul allowance nor depreciation.

My maintenance shop is Aviation Classics at Reno/Stead (used to be called "Mig Alley"), who also does my L-39.

Walt

Scooter74

Thanks Walt and Boiler, appreciate all the info.

I'm still holding out hope that my potential buyer will purchase a jet. He "pushed it back a few months" because he decided to open a new store instead of the plane.... :-(

Maybe it will work out better in the long run this way!

Ferlofodder

I'm getting furloughed from Mesa Airlines in September, but I think I've got something lined up with charter company in a light jet as right seat occupant lol. If I like the 91/135 job and can get typed that would be great, I may not need to go back to Mesa if/when they recall. Only issue is if I work for a charter operator I can only assume I wont get the jumpseat/flight bennies with the airlines. From what I hear on these posts is that this type of flying is far better than 121 flying. Would it be worth it to stay flying charter or going back to 121 when they recall? Also, which is the better option financially? I havent made more than about 30k in years!

Also the company said they would not be putting me through any training initially, just the 3 bounces. Would my flying this plane be logable time on a single pilot jet?

BoilerUP

If you're charter, no you won't have jumpseat or flight benefits.

Corporate/charter CAN be better than 121 regional flying, but its not a guaranteed thing and you may very well find you wish you were back under Mesa's meager work rules sooner rather than later...because at least 91 there are none.

Same goes for compensation - you might make out better than when you were at Mesa, and you might make out worse. You might like the lifestyle, and you might hate it...its a very personal decision.

minitour could give you a better idea on contemporary 135 SIC pay in Citations but a Part 91 Citation copilot should be making $35k-50k + standard benefits.

If you're flying 135, you'll need a lot more than "just the three bounces".

Also, what kind of airplane will you be flying? If you have a valid 61.55 endorsement (gotten by 3 bounces, etc) then you should be able to log SIC, at least on the 91 legs...and if its 135 then you'll be a required crewmember and yeah you can log SIC.

Ferlofodder

Also, what kind of airplane will you be flying? If you have a valid 61.55 endorsement (gotten by 3 bounces, etc) then you should be able to log SIC, at least on the 91 legs...and if its 135 then you'll be a required crewmember and yeah you can log SIC.[/quote]


Great info, thanks....its a CJ1. Right now any jet flying or any flying for that matter, is better than sitting on my **s collecting AZ unemployment.

minitour

Granted it's only "contract pilot" work (though they treat us like employees...we're fighting this battle now actually), but our SICs (PIC 525S typed) on our Cj2 make right around $39,500. Plus, they cover our training (now at CAE - used to be FSI Orlando) twice a year. Standard for an employee, but a nice bonus for a lowly contract pilot...on a 135 ticket.

-mini

jumppilot03

Is anyone here operating a C550 under the SP waiver? What are your thoughts on running an older '82 Straight II SP?

BoilerUP

I flew a 1983 Citation II (mid-470s serial) with a crew...it wouldn't be a difficult airplane to fly SP.

wwoltosz

I fly a C551 as a single pilot. Just got the waiver 3 weeks ago so I could change it back to a 550 (it was when I bought it), but I found out Cessna requires Phase 1-5 inspections to do so, even if they were just done (Phase 5 was done in June). A new Phase 1-5 is about $30K, so the cost to convert it back is excessive and I'll keep it as a 551 and live with the 12,500 lb limit.

I find it easy to fly, but I probably wouldn't without the upgraded panel (Garmin 530W/430W/GMX-200 with electronic charts, Sandel 4.5" EADI and EHSI). In fact, after flying with this setup for about 400 hr, I wouldn't fly hard IFR as a single pilot without a good (and redundant) moving map system. In fact, the L-39 is getting dual Aspen displays put in now, with a Garmin 430 WAAS to drive them, just in case I go IFR with it. And an autopilot, of course.

Walt

Ewfflyer

Walt, I want to be your friend!!!!