Agreed, not speaking for others, but the most severe swing for me is about 50pph/side. Even with the lower TAS, it typically pays for itself. Also, I go south over JFK and down V1 a lot so most times I don't have a choice.

He was pushing the buzzer silence button. I have a button on the yoke for that. It's really annoying while on arrival and you have to slow down. Freaks passengers out also. So I am pretty fast on the button. Often I drop gear just to not deal with it which is a waste.

Mike

Agreed, not speaking for others, but the most severe swing for me is about 50pph/side. Even with the lower TAS, it typically pays for itself. Also, I go south over JFK and down V1 a lot so most times I don't have a choice.

The nice thing about a jet is that you can still make over 300 knots groundspeed in a 100 knot headwind so you never think about bouncing around in turbulence and weather at low altitude.

In other words, the higher speed of a jet changes the equation dramatically.

Mike C.

Some Citations have that yoke button, some don't.

My Citation has a speed switch and I don't get the gear horn above 135 KIAS. That removes almost all of the nuisance activations.

Mike C.

The nice thing about a jet is that you can still make over 300 knots groundspeed in a 100 knot headwind so you never think about bouncing around in turbulence and weather at low altitude.

In other words, the higher speed of a jet changes the equation dramatically.

Mike C.

Some Citations have that yoke button, some don't.

My Citation has a speed switch and I don't get the gear horn above 135 KIAS. That removes almost all of the nuisance activations.

Mike C.

For me to get the gear horn, the logic is:

(Gear Up) and (Speed < 135 KIAS) and (Throttle Low)

Or

(Gear Up) and (Flaps Land)

Throttle is part of the logic otherwise it would sound off during initial climb.

Mike C.

To try and get an idea on what the market was doing, I went through on controller and saved a bunch of listings. Got this update one today.

Apparently this thread did not talk people into Meridians. LOL

I have had 4 brokers reach out for my Eagle II in the last week. They all say demand is really strong for the 501sp and Eagle II.

Imagine whats happening with the V market with Mike C all over the place.

Mike

This plus those guys on YouTube have to be influencing some behavior. Just saw a Malibu driver trading up to a 501.

The nice thing about a jet is that you can still make over 300 knots groundspeed in a 100 knot headwind so you never think about bouncing around in turbulence and weather at low altitude.

In other words, the higher speed of a jet changes the equation dramatically.

Mike C.

Short trips in the Jet can be done well. But I agree ATC can mess you up.

We fly often from Provo to Page 200nm. Using Foreflight performance is critical. I am often shocked at what it says is the fastest. Not always what you think but it's almost always very little time in cruise.

right now for the trip in foreflight both ways.

Provo to Page best altitude is FL250 39 min 1000lbs of fuel with headwinds

Page to Provo best is FL320 33min 840lbs of fuel with tailwinds.

Pretty crazy to think the best way to get 200nm is go up to FL320

I have my foreflight set up pretty close to what it usually takes plus a couple percent for contingency.

Edit- I assume a KA will do that trip in less fuel and for sure the Meridian will by a lot. But I am paying for 4000fpm climb out of the bumps and much more comfortable and safe aircraft.

Mike

So we can compare apples to apples...

Here are the numbers for a B200 from PVU to PGA, also using today's weather. Routing is direct with best climb and best descent per FF.

PVU-PGA
Fastest FL 190, 47 minutes 713 lbs
From 15,00 to FL 350, the time varies from 47 to 54 minutes and the fuel varies from 748 to 602 lbs.

PGA-PVU
Fastest FL 320, 40 minutes 520 lbs
From 14,000 to FL 340, the time varies from 44 to 40 minutes and the fuel varies from 691 to 509 lbs

Initial climb will be ~ 3,000 ft/min

EDIT: FF Gives ludicrous numbers for KA climbs. It shows a KA 200 getting to FL 320 in 12 minutes. That's beyond fiction. Oddly, the total times and fuel flows have been accurate at the end of flight on most of my flights. It only allows us to bias climb profiles by a fixed numbers of minutes, instead of a percent - as though we always climbed to the exact same altitude at the exact same temperature.

I have no idea where they got this, because the manual shows about 28 minutes to 320. I got to 310 two days ago in 21 minutes at ISA +12 with several steps along the way.

I would guess the PGA-PVU fastest altitude would be 260 or 280.

Departing atlanta or dulles, I never get such a climb authorized, I get cleared to 6000, then 10 mins later I get 9000, then 8 mins later I get 11000, then finally clear to FL19-21, hitting cruise around the halfway mark of the flight (30mins) means I'm only up there for 10mins before I start back down, it's a stair step on one end and a parabola on the other

I don't think it's speed or aircraft related, I think it's an artifact of the coordination required against the diff airspace segments leaving Atlanta, Crandall is right though, I can go VFR and just bypass them all right to 17500, and I've done that a few times too