Get a 600 with Branson tanks and you will have a trans atlantic range for a good price. Understand that they are superb airplanes on market this moment. We operated 600 for a while and had no problems what so ever with engines. However, 601 with GE engines is a bullet proof machine and with a tail tank having all the range what one can ask. Also EFIS and Honeywell FMS are a nice improvement from 600 and definitely worth for extra money. Good airplanes all of them! Blues
411A, When you start looking a right plane keep in mind that Bombardier used aircraft sales is a good source for the reliable info as well as a good airplane. Their product support is superb for even the oldest ship! Never heard about bad word of them but same can not be said from all brokers. Nikolai
411A, having flown the 600, 601 and more rcently the 604, I have to say that the 604 is by far the best aircraft for obvious reasons. Having said that, if you can get your hands on a good 601 3A (ER or not), you can't go wrong. My personal advice, and take it for what it's worth, is to stay away from the 600, they are dated and 14,000lbs of fuel sometimes just isn't enough. If you would like further info, send me a PM and we'll chat. Regards and good luck with the search
Back when Do Not Deliver were building several reworked CL600 (aka CC144s), I had the pleasure of flying as ballast with the ex-Chief Pilot of TAG Aviation who probably has more hours on type than anyone. He thought the 600 was much underrated but there were two things that made a big difference:
1. You needed to keep ahead of the aircraft so throttle movements are smooth - you can be rewarded by compressor stalls if too harsh and 2. Get a crew chief who knows what he's doing to keep the engine nacelles' panels correctly aligned or you won't get decent range.
One good thing about the Lycomings is that you get sufficient windmill energy to keep hydraulics up without the RAT right to touchdown...
I flew the G1 for about 1500 hours some years ago. It's a superb airplane. Look for one with the -8X engines, they'll give you a bit better performance when it's hot out. Props could be getting scarce for the G1. It had basically the same prop as the F-27F which we also operated, and back five years ago Piedmont was telling us to stock up on propeller blades if we ran across any. Something else to look out for is corrosion in the tanks. If the previous operator flew mostly in warm and humid conditions and skimped on the Bioboar, there could be a problem with corrosion. Other than that, the bugs have been pretty well worked out of machine. You don't see a lot of AD's on the G1, unlike some of the newer plastic turboprops.