Garmin 750/650 Garmin XM weather and music, radar, 345 remote. Awesome $150K panel!
$450K cargo door, you could put a Jet Ski in this bird.
12,500 GWI, 1,600lb useful load with full fuel.
Full 50K Medical kit and normal passenger interior
Part 135 ready
Thrust Reversers
Recent Phase inspections, absolutely no squawks, exceptional part 135 mx
Aft Baggage
Freon Air
USBs
Lemos
RVSM
ADSB
Decent paint and interior, 8/10
1400 remaining
1800 remaining (zero since hot)

$525K

I see the factory audio panels and two other intercoms on the panel which leads me to wonder what the audio setup is on this plane exactly. Usually, the factory audio panels and intercoms are pulled when putting in a Garmin audio panel.


This is the Sierra door. The factory big door is a split cam shell, like a Lear. Skyway MRO has taken over the Sierra stuff:

https://skyway-mro.com/jet-aircraft-mod ... argo-door/

There are times I wish I had a bigger door. Not going to sell my V for it, though.

You didn't mention it, but it has TRs. I consider that a big feature.

The FAA registry says it is a model 500, serial 500-0374. SB500-11-04 (the conversion from 500 to 501) says to register the plane as a 501 after the change.

"Prepare registration application FAA AC Form 8050-1 to register the airplane as a Model 501. Turn in the old registration to deregister the airplane as a Model 500."

It also says the data plate is changed to show 501.

SB500-11-04:

https://ww2.txtav.com/TechnicalPublicat ... -11-04-R05

So is it a 500 or a 501? That is important to owner operators.

Mike C.

Are there any gotchas or negatives to the big door? Ive always thought that should have been a standard feature, but they seem to be very rare for some reason. I cant imagine it adding much to the manufacturing cost unless there is some structure changes.

I see the factory audio panels and two other intercoms on the panel which leads me to wonder what the audio setup is on this plane exactly. Usually, the factory audio panels and intercoms are pulled when putting in a Garmin audio panel.


This is the Sierra door. The factory big door is a split cam shell, like a Lear. Skyway MRO has taken over the Sierra stuff:

https://skyway-mro.com/jet-aircraft-mod ... argo-door/

There are times I wish I had a bigger door. Not going to sell my V for it, though.

You didn't mention it, but it has TRs. I consider that a big feature.

The FAA registry says it is a model 500, serial 500-0374. SB500-11-04 (the conversion from 500 to 501) says to register the plane as a 501 after the change.

"Prepare registration application FAA AC Form 8050-1 to register the airplane as a Model 501. Turn in the old registration to deregister the airplane as a Model 500."

It also says the data plate is changed to show 501.

SB500-11-04:

https://ww2.txtav.com/TechnicalPublicat ... -11-04-R05

So is it a 500 or a 501? That is important to owner operators.

Mike C.

With this one, be very careful in the wind and keep people from leaning on it. On the ramp, watch out for prop or jet blast from other airplanes, so keep it closed as much as you can.

They are heavier due to added structure.

They are rare so parts can be rare, but Skyway MRO still has it in their catalog. I wouldn't know when they did the last conversion, it may have been years ago.


Expensive to install (or order from the factory that way).

I do wish my door was bigger, that would be nice.

This is the factory large door option:

Makes it look like a Lear.

Mike C.

i hope that is easier to shut than a Falcon 10 door...

I operated one (factory clam shell) on a plane I was looking at. Seemed to work okay.

The clam shell door is more robust against wind and blast and deletes the fold out ladder.

It does feel like it would have less robust seals, especially the triple joint of upper panel, lower panel, and door frame, but apparently it works.

The plane I looked at was a Citation V used in Alaska to service radar sites. Had big door, gravel kit, etc. Was flown all over the state all times of the year, so landed on ice and snow a lot. The V is pretty good at that work but 10,000 hours of that takes its toll.

Mike C.

The only thing I can figure is that it was delivered new to Canada or Europe so it's probably a 501 that was registered as a 500 even though it really is a 501. They made the last 500 in 1976 but delivered 501s as "500s" for the foreign market. Most were converted back to 501s via paperwork; it is possible this one wasn't.

It was delivered to Canada. Originally produced as a citation 1. Not a 1SP. Tail was C-GRKA

It gets a little messy. But the way I understand it the 500 and Citation 1 and part 25 aircraft. Only serial numbers 501-xxxx are part 23. The 1 was the upgraded airframe meaning longer wing more fuel, being the exact same as the 1SP. But still being part 25 certified so requiring 2 pilots.
I believe there are serial numbers up to 500-0669. But it is a citation 1. Not a 500. Confused?
The names make it confusing.

Look at the Airworthiness certificate, what does it say in block 4? If it says Normal it is single pilot part 23 aircraft. If it says Transport it is part 25 and requires 2 pilots or an exemption for the pilot. Basically all 500 serials are part 25. All 501 serials are part 23.

I see FAA lists it as Transport.

You are about to enter the twilight zone when we speak of "unit numbers" instead of serial numbers.

[youtube]https://youtu.be/UTbYOKh-bGw[/youtube]

The 500 and 501 were made on the same line at the same time and only at the end were they separated to be a 500 or a 501. Cessna really screwed this up and should have come up with something better than unit numbers. What they should have done it updated the manual to have the 500 and 501 serial number ranges listed separately for all guidance instead of using just unit numbers.

To make things even more confusing, a 501 can be converted to a 501, and vice versa. There are SBs that give instructions. I posted a link to the SB that converts a 500 to a 501. These conversions were humorously called a "sex change".


The registry calls it a 500. The model change SB requires registering it as a 501. If that wasn't done, the SB wasn't accomplished.

What does the data plate say? If that says 501 and the registration says 500, there is a discrepancy that should be fixed.

Textron says you can no longer do the SB conversion, so whatever it is right now is what it will remain. The way Textron enforces this is that they are the only source for the new data plate.

Mike C.

All 500-xxx are transport. Not all 500 are 500s, some are citation 1, this is for naming. All 501s are 1SP and are the only thing that is single pilot. Yes 500 at one time could be converted to 501.
All that matters is what the AW cert says.

The 500/501 thing and unit numbers isn’t really confusing at all. What is confusing to some is the name Citation 1. People connect that to mean 501. That is because the name changed when they also introduced the 501 and 1 pilot. But the name was essentially the first big upgrade to what I guess was the Citation None. Fan Jet just sounded stupid. 501 simple means single pilot. And the name that goes with that is 1SP. It is the exact same with the 550/551. But since that is a II it’s a little less muddy.

Most likely since it was originally delivered to Canada as a 500 and a charter company probably what was brought it to the US again they wouldn’t waste the time to convert it. They would be running 2 pilots anyways. So never needed SB.

Either way it looks like a solid plane. Long wing , TRs nice engine times big door and decent avionics upgrade. Nice for someone that has the 500turbine and 1000tt. Or someone that wants to stick it back on 135 and run the engines out.

The reason the conversion had to happen at Cessna is there is absolutely no way they would let data plate out of their direct control.