On Mon, 24 Mar 2008 11:06:24 -0400, WJRFlyBoy
wrote:

On Mon, 24 Mar 2008 04:27:49 -0400, Roger wrote:

Last time I looked, a Baron 58 would set you back $1.2 million... so there
ya go.

I was thinking more than the simple acquisition costs (additional pilot
training, maintenace, fuel, insurances)

It's not a jet, but still turbine powered and about twice the cost of
some VLJs but...When I was looking at a TBM-700 insurance was $25,000
a year, At the time I was instrument rated with a tad over a 1000
hours, but no turbine time. The VLJs are a little faster, but as I
recall, not a great deal.

Insurance requirements we 200 hours dual after the two week company
training course and recurrency training twice a year.

200 hours dual? Wow. I'd find a new agent who can negotiate with the
insurance companies, I would have expected 50 or less for 1000 TT.

Zero turbine time, zero flight level time, and at about half the
speed. When figured on insurance per aircraft dollar that was cheap.
Most SEL owners are probably paying about 2 1/2 times that ratio.

I cold have cut the time down for higher rates. If you gotta spend
the money you might as well get some good training out of it. Today
with less than 1000 TT but all in high performance, complex, retract
you'd be lucky to pay twice that IF you could get insurance at all.
Stop and think of the new hull value.
Roger Halstead (K8RI & ARRL life member)

Is there any reductions in premium cost during the policy term as flight
hours accumulate in a particular type (of VLJ)?

I don't know of any policy where the premium is reduced during the
term, but most are reduced at renewal when specific minimums are
reached. On mine the numbers change for 600 hours high performance
retract, and some where around there for total time. Both run about
15% while the instrument rating is good for 5% For someone to fly the
Deb who is not a named pilot now requires 700 high performance,
complex, retract, 1000 TT, 20 or 25 make and model, and an instrument
rating. I don't remember the number but consistent recurrency
training also is good for a discount. Although the numbers would be
different I'd expect the same sort of arrangement with the VLJs and
turboprops. "I'd guess" 1200 hours TT and maybe 600 (give or take)
for turbine time. There's even the possibility for requiring the
commercial rating.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com