Straight CJ vs King Air 200
- Thread starter Fly_Unity
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AlWaYs HiGh
Well-Known Member
I currently fly a straight CJ:
That $1000 per hour Conklin number is pretty accurate, may even be a little on the high side depending on your fuel price. ProParts & and TAP Elite currently run and $450 per hour, then on average it burn about 100-110 gal per hour. So at $4.90 a gal and 110 gal per hour total hourly cost is $989.00
ProParts and TAP Elite is great- you only have to worry about labor for maintenance ALL part expenses are covered. And with TAP Elite parts AND labor are covered for engine maintenance.
Although the CJ is more limited on # of PAX and range, I think its much much cheaper to maintain and fly.
That $1000 per hour Conklin number is pretty accurate, may even be a little on the high side depending on your fuel price. ProParts & and TAP Elite currently run and $450 per hour, then on average it burn about 100-110 gal per hour. So at $4.90 a gal and 110 gal per hour total hourly cost is $989.00
ProParts and TAP Elite is great- you only have to worry about labor for maintenance ALL part expenses are covered. And with TAP Elite parts AND labor are covered for engine maintenance.
Although the CJ is more limited on # of PAX and range, I think its much much cheaper to maintain and fly.
msw
Well-Known Member
I'm not saying your wrong, but........ what is your source for this info? Because it is my understanding that C-12's are not structurally any different from run of the mill B200's. And my recollection regarding the Centex mod to increase a B200's gross weight from 12500 to 13500 (or was it 13400? can't remember, been a couple years since I looked into it) was that there were NO structural mods involved whatsoever, but rather all it entailed was some new placards, markings, airspeed indicator markings changed, and a new flight manual supplement. But I could be wrong, wouldn't be the first time. (BTW, I am not saying this to support the idea of flying a B200 over its normal 12500 gross weight - I don't think that's a good idea either - but I am just curious where you got your info from, re: C12's being structurally different than B200's.)
z987k
Well-Known Member
http://www.centex.aero/king-air-200.htm
They do a little more than just placards. Question I've always had is where do I get a King Air 200 type at, or can we just get a 350 and call it good, because lets be honest. There's nothing different between the 90-1900 that an hour of differences training can't teach you.
msw
Well-Known Member
The KA200 Type Rating is separate, a BE300 Type Rating will not cover it. The FAA will give you a BE-200 Type Ride and issue the Type Rating. There are a lot of former and current military C12 pilots who got the KA200 Type Rating added to their FAA Certificate subsequent to their C12 training; maybe one of them can chime in here on who did that for them; I'm guessing maybe it was a local, friendly FAA guy? Or maybe a C-12 Military Instructor Pilot who got Designated Examiner Authority from the FAA to issue the BE-200 Type Rating? Maybe one of the military pilots here on JC can answer that question.
There are also some civilian pilots flying some of the oddball (experimental? tip tank models? not 100% sure of the exact models) variants of the KA200 who have the BE-200 Type Rating on their certificate. About three years ago, I looked into the Centex GW Increase STC for the B200 I was flying at the time. Back then (and it had not been approved yet, "back then"), all it entailed was the placards, markings changes, and the Flight Manual supplement. (And I had a local FAA guy that said he could do the BE-200 Type Ride for me.) Looks like since then, the FAA has required them to add in the various warning systems and lighting changes, in addition to the placards, markings and FM supplement. (But, no structural changes.) Not sure if any of the 142 schools are doing the BE-200 Type Rating training, I'm guessing "not" but a few phone calls would tell you.
N519AT
Ahh! This is how I change this!
There's a guy over on PPW who used to wrench on the C-12s and claims that they're structurally different. Also, as someone else said more frequent inspections too. Plus the guy I flew the part 91 KA200 with was in the Navy and flew C-12s there. He says they're structurally different as well, and is VERY cautious about the weight and balance of the plane because of that fact.