That's not been my experience.. I can get mine to climb at max climb rate per the Cessna AFM and the aircraft does just fine and close to book performance and fuel burn numbers.

That's not been my experience.. I can get mine to climb at max climb rate per the Cessna AFM and the aircraft does just fine and close to book performance and fuel burn numbers.

that maybe it. -40C was the lowest i saw at FL370. Book says -56C for max climb rate numbers.

See attached. My airplane makes these numbers every time. The technique is simple, start with the airspeed listed for your weight and then subtract a knot for every 1000 ft. Its not quite "fire and forget" like setting up an IAS to climb at, but to me, it is well worth the babysitting when trying to max out range when climbing in no-wind or tailwind conditions.

For headwinds, Cessna recommends climb at 200 KIAS in a 50 kt headwind, and 220 KIAS in a 100 kt headwind. Both airspeeds need to be corrected for weight and altitude and they have charts for both profiles.

I've heard of some people getting bit by the VS in the climb. They get distracted, etc. One of the adopted SOPs from the CJP safety foundation is to not use VS in the climb.

I know you are monitoring - so not an issue for you - but it can be an issue for others...

-Jason

3100 lbs

Don't know how happy I am about not having an engine program. Every time I fly, I think about whether the flight is going to end with a 100K bill for some random engine issue..

Don't know how happy I am about not having an engine program. Every time I fly, I think about whether the flight is going to end with a 100K bill for some random engine issue..

Another happy customer from Mike's Gently Used Citations. I usually use 160kts to climb as I like to rip up to the thinner air more quickly. I have a document on how to hyper-mile the Citation 501; it claims you can stretch 1,500 miles at MCT with this graph using the AOA to pick speeds and altitudes on the ascent. I'll try to find it. I haven't been into the deep plow but you can run all your passengers into the tail to unload the stab if this ever happens and you don't want to descend (kinda joking but it works in a pinch).

Glad you're having fun James, who's next?

3100#, 1100nm, would pretty much be a VFR reserve right for the 501? So John how much fuel would you have left? and what approx would be your TAS? Just curious. The 501 would probably be hard to beat for entry level and low cap cost.

700# remaining is technically an IFR reserve, but no real ability to get to an alternate where weather would be significantly different. I would be comfortable with 700# when the destination is severe VMC and there are a couple of alternate airports with long enough runways within 20 miles. More typically, I like to have 1000#. IMO in hard IMC with a distant (realistic) alternate, the no-wind range is closer to 800 nm.

3100#, 1100nm, would pretty much be a VFR reserve right for the 501? So John how much fuel would you have left? and what approx would be your TAS? Just curious. The 501 would probably be hard to beat for entry level and low cap cost.

CJ2 is an amazing airplane but it is 10X the cost of the 501 and the engine and parts program is $550/hr. It requires more fuel and more time in the air but the 501 can do majority of the same flights.

- but your butt is going to be sore in the 501 because your wallet is so much fatter than mine.

Yes, but couple of issues: a) CJ2 with an engine program will retain its value as long as its on the program. I will need to pay the scrap yard to take mine , b) A CJ2 can be financed, a 100K engine bill cannot be (reasonably).

Since there are some 501 owners watching this thread, I’m trying to source some inner window panes for my plane outside of Textron. Any ideas?