Spotlight 
It's all a bit like comparing the merits of an Alvis drop head coupe a very sexy car with those fabulous Lucas P100 headlamps and with a Bentley blower coupe not nearly as pretty but very quick in a straight line.
Had the pleasure of the Alvis not so long ago, it was very much fun, but was even more impressed with the comfort and smoothness of my new Volvo on the way home.
Now where did I leave my zimmer frame.
BTW the Cessna's that we ordered new had that dinky rudder lock lever next to the rudder.
An unlocked Cessna rudder left to bang about in the breeze is a very expensive exercise indeed.
One flick and she's locked.
Much safer than those Heath Robinson thingyshad to remember to remove and the instant you applied any aft stick it unlocks automatically and every one does a "full and free" as part of their prestart checks don't they.
That was then this is now.
The game is over for these types as of about now if you have followed my comments in another thread.
Whatever the owners paid for it or think that it is worth, try Sims metal for the latest scrap Ally price X approx empty weight for the
real value.
Woomera it's your turn now.
1999 - 2000 price for a new, equipped Beech 58 was US$1,000,000.
it's even more now and a bloody good reason why revenue rates for these types should be around $1,000 ph PLUS.
The rates that are actually being charged is why that part of the GA industry is doomed unless they get their act together real soon.
Bet they don't sell too many.........
they do actually, not as many as they would like, but enough to make it worthwhile.
There is still one born every minute you know.
The new VLJs (Eclipse etc.) that are fast approaching at similar prices will probably do em in.
Dunno about your claim you can operate a C550 at lower seat/mile cost than a B200. You checked out JT15D engine overhaul costs lately?
It's true and not so long ago Cessna ran a programme offering to pay the difference in operating costs (inc O/H etc) between your turboprop, ANY turboprop except the Conquest for 5 years and the new Citation if you bought one instead.
They sold a heap and never wrote a single cheque.
Now if you are going to compare the cost of superannuated crap v current model or new that's a more complex argument, but still comes down on the side of the Citation, but we are talking about the US not the way we "practise our hobbies" on our passengers in Oz.
As an exec aircraft, it's probably a matter of choise - and the C550 is much nicer - but if you need to worry about the cost you shouldn't be buying one.
true but they do worry about the cost a lot and we spent heaps more time with the accountants than the pilots, who had to leave the room while the grown ups were talking.
One of the problems with the older pilots was that if they hadn't gotten around to doing their ATPL or felt a bit intimidated by the jet, guess which way they wanted to go.
Why, escaped me as the Cessna philosophy was and still is that as the worlds No1 Business Airline they design them to be owner flown.
But in general charter (excluding specialised operations) you probably need at least 16 plus bums aft in a turbine twin to be cost effective. As GAF discovered some years ago!
circular argument see point 1.
If they were charging the
real cost for
everything in the inventory you dont need any more bums than the aircraft is actually designed for.
And it's not 12 bums in a KingAir or 10 in a Conquest or Citation.
The last time I looked the pax load factor for the types in the US is around 3-4 across the fleet, whether you include the owner pilot or it is crewed.
It is only in OZ and other third world countries that we try to make them be something they are simply are not, "airliners".
Your serve I believe
Oh,.... come in
bushy the doors not locked.