19 Jun 2025, 06:02 [ UTC - 5; DST ]
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Post subject: Re: Citation 650 to FL500  Posted: Yesterday, 13:24 |
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Joined: 08/24/13
Posts: 9771
Post Likes: +4570
Company: Aviation Tools / CCX
Location: KSMQ New Jersey
Aircraft: TBM700C2
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Username Protected wrote: Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues? It’s been a long time, but I don’t recall any 20 series that were certified above 410. Why would someone take the plane above it’s certified ceiling to prove the engines can operate there? Might as well test it’s orbital reentry capability just because. 
Lear 24 below s/n 140 were FL410, after that FL450
Lear 25 was FL450, D/F models with the right mods were FL510
But I never heard of the "test" as Chip describes.
There were acceleration tests to be done at altitude. Maybe some of those would cause a compressor stall, I don't recall hearing about anything like that.
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Post subject: Re: Citation 650 to FL500 Posted: Yesterday, 13:28 |
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Joined: 11/01/08
Posts: 2689
Post Likes: +717
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Username Protected wrote: Anyone else on here have experience selling 20 series Lears? Was it common to take them up to 430 or 450 to see if the engines had issues? It’s been a long time, but I don’t recall any 20 series that were certified above 410. Why would someone take the plane above it’s certified ceiling to prove the engines can operate there? Might as well test it’s orbital reentry capability just because.
24/25 - 45,000
28/29 - 51,000
http://airplanedriver.net/study/lr20.htm
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