King air
Rates are too variable to make any assumptions. One operator could quote $1500 an hour because he is desperate to get work and does not bother with trivia such as maintenance reserves (or paying staff, or bills). He will do it for fuel and some - any - contribution towards the monthly lease. His business plan is in tatters already so if he personally pockets $100 out of it he will take the job. Another, who runs a proper business, could quote $3500 for the same job and might make $500 genuine profit after he has wisely put some aside for maintenance reserves.
The first guy might get that job and a few others in the short term, but will fold soon enough - leaving the market to the second guy.
Then there are long-term contract rates which could be anywhere between the above figures. Also variable dependant upon annual utilisation.
Best way to get a feel would be to pretend to be interested in a charter for a glee club or choir group or any other bull**** reason and get some quotes. But don't use those as a guide to what it really costs to run a King Air. It costs heaps.
The first guy might get that job and a few others in the short term, but will fold soon enough - leaving the market to the second guy.
Then there are long-term contract rates which could be anywhere between the above figures. Also variable dependant upon annual utilisation.
Best way to get a feel would be to pretend to be interested in a charter for a glee club or choir group or any other bull**** reason and get some quotes. But don't use those as a guide to what it really costs to run a King Air. It costs heaps.
Again, so variable because of the value and debt that an owner or bank could have on their 'investment' (the words "investment" and "aircraft" are an oxymoron). Maybe you could pick up an old 1980s model for $12,000 a month, or pay three to four times that for a post-2000 fully-specced Raisbeck job.
Lease terms can have lots of 'gotchas' in the fine print. Often the lessee is up for fixing any defects plus inspections that fall due during the lease, plus an obligation to return the aircraft with a major and all defects signed off by a maintenance organisation that the owner nominates.
Say a windscreen delaminates (common problem). The aircraft may be flyable still, but the owner won't accept it back like that. 10 to 15 grand right there. A really savvy owner may even specify a minimum EGT margin to remain on the engines. Could be half a million in that one if the engines are flogged-out under your tender loving lessee-ship.
Not an undertaking for the naïve or inexperienced! Trust me, the best way to commit aviation and not commit suicide is to be on some other guy's payroll.
Lease terms can have lots of 'gotchas' in the fine print. Often the lessee is up for fixing any defects plus inspections that fall due during the lease, plus an obligation to return the aircraft with a major and all defects signed off by a maintenance organisation that the owner nominates.
Say a windscreen delaminates (common problem). The aircraft may be flyable still, but the owner won't accept it back like that. 10 to 15 grand right there. A really savvy owner may even specify a minimum EGT margin to remain on the engines. Could be half a million in that one if the engines are flogged-out under your tender loving lessee-ship.
Not an undertaking for the naïve or inexperienced! Trust me, the best way to commit aviation and not commit suicide is to be on some other guy's payroll.
Last edited by Mach E Avelli; 24th Jul 2013 at 22:08.
