Anyone here have any info on the Beech Premier 1?

Mark,

A good friend of mine here in NY owns a jet management company and is an expert on the Premier. Nice guy and I'm sure would be glad to chat with you. He is a pro on this series of airplanes and loves them. I was biking with hm this weekend and he just sold his Premier for a Lear 45. He did it because of the resale/swap money he would make, not because he didn't like the Beech.

Drop me a note if you like and I'll send along his contact info.

[email protected]

 

My problem with the Premier is RANGE. It doesn't stay in the air very long.

There are many reasons they're cheap. When I was jet shopping last year it was the first to get cut.

 

If you can live with the short range, the lack of support (really a bit of a gamble there), and the looks, then it's probably a fine airplane.

Isn't there a "1A" with a higher gross weight and better brakes? I'd try for one of those, personally.

Friends who have flown them say the other issue is it takes forever for the avionics to start, and there are a bunch of required checks that you have to do before taxi, which you can't avoid. I don't know if that is different from the CJ or not-- certainly worse than the 500 series Citations.

 

While it won't keep up speed-wise, I think the Stallion-converted Citations look like a pretty interesting option. However, range is more important to me than to you-- I rarely go anywhere less than 800 miles.

 

Short range hops you aren't getting there any faster at 440 knots than you are at 340 knots. Long range, if you have to stop for gas then you just blew the whole reason to fly fast. You're at the mercy of ATC don't forget. The speed you get will depend on how quickly they climb you and how long they leave you high.

IMHO, "little jets" exist only for "sex appeal". They're really good for nothing except pulling up to on the ramp. Don't get me wrong, that's a powerful emotion. I feel it. I like pulling up to a jet. But there's also nothing sexy about a fuel stop.

If it's always just the wife and 2 kids "short range" then I think the Premier is probably a good choice and a lot of bang for the buck. At that point your only worry is it's low production number, service and parts availability in the long run.

When I buy airplanes, I buy what will lose me the least amount of money while owning. I want high demand airplanes in case I want to get out of them. So far it's served me well. A $1.4MM Premier is a lot of plane for the money but what if you can't give it away in just a few years? The new jets coming out are more efficient and have better avionics. Proline 21 is fast becoming a dinosaur. Garmin is going into all the new single pilot jets.

So, I'd bet you will stand to lose a large part of your $1.4MM. More than you will lose buying a more expensive, higher demand, better supported jet. There are 30 Premiers listed for sale on Controller. There's a reason there are so many and so cheap.

 

The big thing a jet will get you is less vibration and the ability to fly in the high 30s - low 40s. And that does have some value.

 

Why not get a Mustang? I know, I know, it's no Premier but…… It will accommodate your mission. It is a jet. They're in your price range and they will actually hold their value.

Holding value and liquidity are a big deal for me.

Other than that, unless you're gonna buy a big jet (Gulfstream 200) I don't really see what a little jet has over your MU2 except "ramp appeal".

 

Ramp appeal?

Look at the paint job on his MU-2... he's got plenty of ramp appeal... looks like Jerry Jones just landed. ha

 

That's a really good point. That mission is just about perfect for a Mustang.

When I used to fly a Citation ISP, I used to say that it was the best turboprop in the world-- and I didn't mean that as a slam on the Citation. It really is true-- it's faster, quieter, smoother, and flies higher than almost any turboprop.

If you don't want to pay up for a Mustang, look for a converted Citation I with Williams engines from Sierra Aviation. If you don't mind the age of the airframe (and given that you fly an MU-2, I'm guessing that's not an issue), the converted Citation has some great numbers. They don't hold their value, which is both good and bad-- it's why you can buy one for less than the price of the conversion, but of course it costs you when you go to sell it.

 

Is yours a long MU-2?

I would be surprised if there is much difference in cabin between a Mustang and a short MU-2. Maybe you are thinking of the Eclipse?

http://www.cessna.com/citation/mustang

 

I'm in the same boat as Mark. I could sell/trade my Meridian for around $1.4M...then where to? Three of my friends have moved from Meridians to the Total Eclipse at around $2.1-2.2, which includes the avionics upgrades. FL410 ceiling and 100 kt gain on my plane. That is Mustang pricing, but they all say the small interior in the Eclipse is deceiving as you can pull the back seats and fly it as a four seater with ample cargo space. You are paying cash for an Eclipse as a bank won't touch one for now. As for the Mustang, I'd gain 50 kts, about 200 nm of range, and loads of curb appeal.

TBM 850 gets me 40-50 kts, another 600-700 nm of range, zero new curb appeal, and can't be had for less than $2.8M for a clean example. There is a reason the TBMs and Pilatus hold their value...very good airplanes. But the Meridian is good enough for me if I stay with the turboprop. If I move up, it will be a jet, and the Mustang is probably the only place to go.

 

Anybody look at Sierra's Stallion conversion? Going for about 1.4-1.6 used, great range, 350400 knot cruise, 1800 range.

Art

 

Rob, I would offer that one can't acquire a TBM or a Pilatus for the numbers Mark is looking to spend on a turbofan. Would almost have to double that number just to get into the lower end of the spectrum on those two planes...and you would be compromising the panel and all the good stuff that has come about in recent years.

 

Mark, speaking of small cabins, the president of Eclipse, Ken Ross, is bringing a 500 Total Eclipse over for me to test fly on Monday. It is the only upgrade I can make that might fit into my existing hangar. As there are no other hangar options, it is that or sit where I am.

 

At this point, I'd keep your MU2. It seems to have everything you need except it doesn't look like a jet.

You're in the same boat I am. Truly the next step up from your MU2 is gonna cost many millions more. Your MU2 gives you a lot of utility as does my PC12. A jet that does what my PC12 does costs $8MM-$9MM. The little jets aren't going to give you what you want.

Pick 2:
BIG
FAST
CHEAP