BeechTalk - BT

Username Protected · **Posted:** 02 Jun 2015, 12:04

John,
You might utilize the de-ice where you live. But where I live, I rarely use anything but engine anti ice. I operate the boots every now and then to make sure they work. I'm heading out to GUC in the Ultra today until Fri. If you're in the area, give me a shout.

Robert

Username Protected · **Posted:** 02 Jun 2015, 12:42

Gunnison is right around the corner. What time will you be there? I've got to fly to Las Vegas for a 6PM mtg but maybe I could come by GUC earlier if I get everything done at home and can leave here early.

Username Protected · **Posted:** 02 Jun 2015, 13:41

Username Protected wrote:

Gunnison is right around the corner. What time will you be there? I've got to fly to Las Vegas for a 6PM mtg but maybe I could come by GUC earlier if I get everything done at home and can leave here early.

Pm sent

Username Protected · **Posted:** 02 Jun 2015, 21:04

Username Protected wrote:

John Atkins really likes his SII. You might contact him. My mechanic has cautioned me on it. Suggests I stay with the II or V. I don't have my numbers on the V here. I'd have to look, but just go on Flightplan.com and use a standard V for the trip and see how it comes out. It does have a bit longer legs than a II, but I can't quantify it right now. If a straight V won't do it, look at the Excel. As you move from a II to a V, single pilot gets more difficult with insurers. Other V models might not be SP approved at all.

Good Evening All,

I've had my S/II for about two years now and so far, I'm still thrilled with my decision. Would a V be better? Of course - there's apparently no cure for this "bigger, faster, farther," addiction that most of us suffer from. Would I spend the money to upgrade from the S/II to the V right now? Probably not, might be something to consider when my engines are run out, but for the increase in capability I just can't seem to justify the price jump for my mission profile. Your mission might dictate otherwise and I think either plane offers quite a bit of bang for your buck.

Maintenance wise, the S/II has been a dream (knock on wood). The systems are dirt simple, and the spares market is flooded. Very few items are specific to the S/II, so all of the straight IIs sitting in the salvage yards are fair game for 99% of the parts on the S/II. We did have a TKS issue early on, but that seemed to be related to the system not being exercised by the previous owner. We flushed all of the lines and make it a point to operate it for a couple minutes on each flight and it hasn't given us any trouble since. We do have the plane enrolled on the low utilization inspection program, and that has been a real money saver as well.

I'm happy to answer any questions that I can.

John IV

Username Protected · **Posted:** 02 Jun 2015, 21:48

I agree completely, John.

While not a V, it is a huge improvement over a straight 550.

I occasionally fly one for a billionaire, if you can believe that. He just hung two new Pratts on it, which proves it.

It became seared into my consciousness to regularly cycle the TKS after being held at FL230 from BUF to HPN in a winter storm.

I don't have takeoff charts on my iPad for over 5000', so I can't help with the TEX question right now.

Username Protected · **Posted:** 03 Jun 2015, 11:14

John: some key facts.
Citation II: 5008 pounds of fuel, TO weight 13,300; ceiling FL430; thrust 2,500
Citation V: 5800 fuel; 15,900; FL450; 2900
Ultra: 5800; 16,300; FL450; 3045
Encore: 5440; 16,800; FL450; 3400

Hope that helps a bit. Bear in mind, these older planes can have a lot of upgrades and modification. The II I fly has a gross weight increase to 14,100. The V I fly also has a gross weight increase.

Best,

Dave

Leaning towards a Citation SII