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Average lifespan of a business jet?
One other major item that you need to do with whatever you decide to
purchase is to take the time run down the list of recommended and required inspection or overhaul items due within the next couple of thousand hours and get a handle on the costs of them. You don't want to drop a bunch on an jet that turns up needing a required inspection or overhaul that rivals the purchase price. I had an aquaitenence that bought a jet for a fantastic price, but ended up grounding it 300 hours later when a mandatory inspection came due....the labor cost exceeded what he paid for the jet. He though it was a very simple inspection, but it wasn't and it really bit him in the butt when got the estimate. |
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Average lifespan of a business jet?
On Wed, 14 Feb 2007 08:52:42 -0800, "RST Engineering"
wrote: Not a problem, Monty...we had a couple of Fat Alberts on the line when I "retired" from PSA in the late '60s. The 737 was BUILT for the milk runs...our longest run was an hour; many of them were 45 minutes or so. You can get a dozen cycles a day in at that rate and that was 40 years ago. A "cycle" is depart, gear up, gear down, arrive. 99.999% of the time that also means a pressurization. Isn't there a "check or inspection" some where around 10,000 to 12,000 hours that amounts to almost a complete airframe rebuild? Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com |
#13
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Average lifespan of a business jet?
"Roger" wrote in message ... On Wed, 14 Feb 2007 08:52:42 -0800, "RST Engineering" wrote: Not a problem, Monty...we had a couple of Fat Alberts on the line when I "retired" from PSA in the late '60s. The 737 was BUILT for the milk runs...our longest run was an hour; many of them were 45 minutes or so. You can get a dozen cycles a day in at that rate and that was 40 years ago. A "cycle" is depart, gear up, gear down, arrive. 99.999% of the time that also means a pressurization. Isn't there a "check or inspection" some where around 10,000 to 12,000 hours that amounts to almost a complete airframe rebuild? Roger Halstead (K8RI & ARRL life member) (N833R, S# CD-2 Worlds oldest Debonair) www.rogerhalstead.com Ok, I'll jump in here. Back in the 80's I worked for a Charter/Corporate outfit that purchased, rebuilt, maintained and flew a 1969 Lear 24B. The airplane did indeed run up against a 9000 hour inspection, which we did in our shop. New engines, interior, and systems(Hydraulic & Electrical). Yes, it was expensive, and yes the old beast burned a lot of fuel, no fanjets these. But it was reliable, a very good performer, and we could go a long way on the over $1,000,000 saved on a new jet. Yes, it had some training issues. It had all the subtlety of a rake in the garden. You kinda wanted to take the thing seriously most of the time. Yes, it was noisy. We once got a $250 ticket for making a "Non noise abatement departure" before we left. In fact we were sitting in the airport lounge. It was like getting a ticket for speeding before your new Porche was delivered. The cop said, it was an "anticipatory" ticket. It was also fast. At light weights, I have recorded a climb to 12,500 in 1 minute from brake release. We could be level at FL410, and a 1000lbs lighter, 15 minutes after departure. Lose an engine at night in the snow and ice, and you are reduced to the performance of a stock DC9. Whenever you wanted more altitude, the loud levers would take you there. I felt like I was flying a liquid fuel rocket. If properly maintained, there is nothing wrong with an older airplane. How do you think it got so old? Al G |
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