It's really confusing to try to compare all the iterations of these aircraft. Is there a good site that does it?

I was trying to find information on a Citation II/SP I saw, and it says it's got reduced MTOW to 12500lbs but then every website goes and quotes the regular II's performance numbers and that sucker has almost 2000lbs more weight, so what gives - did they reduce fuel capacity or just payload to meet 12500lbs? It also is confusing about the Single Pilot req's for it - do you need a waiver/exemption like with the 550, or are you good to go SP with the 551?

https://www.aopa.org/news-and-media/all ... r-the-road

II (550) was part 25, MGTOW over 12,500 lbs.

IISP (551) was same airplane part 23, which limited weight to 12,500 lbs, though some folks gets STCs after the fact to raise the weight up again.

IISP (551) can be flown single pilot with no special exemption.

II (550) requires single pilot exemption to fly single pilot.

Mike C.

Citation IISP can’t be flown over 12,500, there are no STCs that I am aware of with out converting it back to a straight 550. Hence why you do not see any 551s on charter certificates, can’t carry any weight.

Citation 550 can be flown single pilot with a single pilot exemption and upto 14,500 mtow depending on the STC.

Even at light weights, the 550 cruises about the same speed. Runway performance and climb rate are affected the most by weight.

Thanks.

Did they reduce fuel capacity on the 551 to meet 12500lbs? What I'm asking is: does it have same range as 550? And what is that range?

Should have same 5008lbs of fuel I believe. 551 will have less range dependent on load. Empty weight is around 8200lbs on 550 depending on furnishings etc. differences are placards and a couple circuit breakers I believe.

If you want to give me a guess at your average load I can give you differences in ranges.

Thank you.

It's mostly just me and maybe 100-200lbs of luggage. Occasionally the family comes along, but it's rare. Sometimes a friend. I'm interested in max range, useful load isn't that important to me as long as I can fill it up and carry my own weight. According to your numbers it seems I can only load about 4300lbs of fuel which puts me right back at the same fuel load as a 501SP can carry. So not much difference in range for carrying around all that extra weight/size.

501SP with Eagle II conversion (extra fuel, Williams motors) is long range and carries a good load doing it, easily out distances a II or IISP.

Single pilot out of the box.

Can be had around $1M.

The other option, though rare, is the Eagle conversion which was extra fuel, but original JT15D motors.

One for sale right now:

https://www.controller.com/listings/air ... tation-isp

Not something the market values highly, so you should be able to pick it up probably about the same as a straight 501SP in similar condition.

Mike C.

I asked a similar question here on page 262. FWIW. Lots of variations, but from what I can gather, tons of experience here on BT.

https://www.beechtalk.com/forums/viewtopic.php?f=49&t=96065&start=3915

501SP stock is 3800lbs of fuel. Roughly 3:30 of flying with reserves which equates to roughly 1100nm no wind.

551 with 4300lbs would be about 3:15 of flying with reserves. Roughly 1100nm no wind

550 with full fuel 5008lbs. 4:30 plus reserves. 1400nm no wind.

Might not be able to stay aloft as long as some turboprops, but you can usually always find a smooth ride and not bad to stop and stretch after 3+ hours.

I vaguely recall seeing a IISP 551 for sale with a GW STC. I must have been mistaken. My bad.

Mike C.

Is the 550 fuel capacity identical to the 551 fuel capacity?

Is the gallons capacity there just not the GW rating to use it?

Or are the 551 fuel tanks actually smaller?

I have a 1,300nm trip West and am trying to figure out if there is a 501 (maybe with long range tank option) or 551 that will do it non stop.

KJ

waiting for your new signature Adam...

Slumming it in the antique jet world - so you don't have to!

Yes, it really is the same airplane except very minor tweaks that have nothing to do with structure, wings, controls, engines, etc.


Basically, yes.


501 stock won't do it except on a strong tailwind day.

501 with Eagle conversion will do it some days, maybe 30% of the time going west, should make it coming east. Adds about 800 lbs more fuel in wing humps. Pretty rare.

501 with Stallion conversion will do it most days. Adds FJ44 engines, no extra fuel. Fastest 501 you can get. Gets range from getting to altitude faster and FL430 ceiling via the STC for lower fuel burn. Pretty rare.

501 with Eagle II conversion will do it all the time. Adds FJ44 engines and 800 lbs extra fuel in wing humps. Not too rare, maybe 35 planes converted out there.

551 can do it maybe 50% of the time, but you run out of useful load. Given the 550 is literally the same plane and operates 1000 lbs heavier, one wonders how many folks operate the 551 over gross.

Mike C.

Thanks Mike.

KJ

The citation II with the New Flight stc allows for 14,700 ramp weight (14,500 takeoff weight), allowing full fuel and 1400lbs. Pretty hard airplane to beat. You can also get a little more range out of it if you pull the power back, but I’ve never had to nor wanted to.

The 551 always seemed like the Cessna version of the King Air 300LW. Can be flown single pilot more easily, but setup ideally for European markets where you are going shorter distances and want to be under 12500. Not sure there is anyone else that can back that up, but my $.02.