I believe that Sierra STC equips the 500 to be flown SP with a SP wavier. The 500 SP wavier requires headset or boom mic and gear handle on the left side which some early 500's did not have.

Get a copy of the STC and read what its says.

Cessna had a SB for a "sex change" that changed a 500 to a 501 and issued a new data plate. They no longer will do that.

Mark - notwithstanding your approach yields better preparation and experience, the Simcom simulator based type rating is 14 days, not 26.

Agreed Mark! I believe Jesse came out ahead by doing what you propose with more valuable experience at the end of the day.

I believe that Sierra STC equips the 500 to be flown SP with a SP wavier. The 500 SP wavier requires headset or boom mic and gear handle on the left side which some early 500's did not have.

Get a copy of the STC and read what its says.

Cessna had a SB for a "sex change" that changed a 500 to a 501 and issued a new data plate. They no longer will do that.

Well how about the ease of flying the 737-800/BBJ single pilot. Just one big video game. Auto brake, auto throttle. VNAV. Shhhhhiiiitt You 121 guys with your two man crews...please. I’d fly that beast SP in a nano second. So simple once you understand buttonology and the way the systems interact. I have 12 hours in the sim. Another 12-15 hours it’s on. I might actually complete the ratings. My biggest issue is this that too of the most criminally toxic BTers did that and got their ratings. Some what a large deterent actually. Probably delay. CJ2 may7-17; plus atp then off to Lear school. I have a connection to a couple BBJ. Who knows. Your thoughts are valued paul.

Go to FlightSafety and the initial is probably 35 days...

Go to FlightSafety and the initial is probably 35 days...

Has anyone managed to find a lender recently willing to finance a 501SP with JT15Ds that are not on engine programs?

I tried two places including AOPA and no luck.

That's the other reason why the market for these birds is so low??

Any engine hiccup or major maintenance event and an 501SP with JT15Ds that are not on engine programs is worth $0. Banks will not lend on an asset with little liquidity and the risk of it going to $0 overnight.

Any engine hiccup or major maintenance event and an 501SP with JT15Ds that are not on engine programs is worth $0. Banks will not lend on an asset with little liquidity and the risk of it going to $0 overnight.

Also many banks will not lend on turbojets over 10 years old and most not over 20 years old. Or you need to have LTV ratios under 50%.

Financial institution had many jets dropped on their head in the 2008 financial crisis and they will only put aircraft on their books that they feel they can quickly repossess and sell if necessary.

Wow, some of the nicer ones cost 400-500K. People are still buying them so they are shelling out that much cash?!

I was actually thinking that a 501SP was within reach, but maybe not . Gotta keep putting money in the piggy bank.

I think your motor program with these old Klingons is used motors. They are about 90-100$ per hour remaining. The core is worth about $10K. They are getting parting out left and right and are readily available. With my terrible luck with Continental piston motors, I think it's a pretty safe bet I will make my 700 hours till death with my current motors. Actually one of them is 1,700 hours and the other is 700. I'll probably buy a used motor and carry on for the rest.

Most aircraft lenders are actually just brokers. They can only do conforming loans and vanilla flavor. Don't even bother with anything older than 20 years, or unusual types or anything out of the ordinary. They also only lend you a max of 40% debt-to-income ratio, so unless you're a high earner on your tax returns, forget it. They don't care if you have real estate, stocks, or bonds - they only want to see that income. So, to buy a $500K Klingon jet, you need to be able to show $200K in income/year on paper and have no other loans, mortgages or car payments. Have any of that, and you have to show even more.

If you want to finance a plane that's not vanilla, where they see the bigger picture, you have to go to a bank that actually issues the note themselves and are not brokers. Very few of those around, but your best bet is your local small bank you have a relationship with. Or a credit union.

Just want to clear up a few misconceptions about he single pilot exemption. I am a qualified instructor that trains on all 500 and 525 models of the Citation series.

In an addition I am an approved instructor that can issue the single pilot exemption. Not all instructors are authorized to provide the exemption, as it is the instructor, not the examiner that actually issues the exemption.

The STC from Sierra industries is not a single pilot exemption. Rather it equips the aircraft that makes it eligible to be operated under the single pilot exemption. So just because the airplane is STC'd for the exemption does not allow it to be flown unless the single pilot exemption is issued by an approved instructor to the pilot and the pilot candidate completes the approved Single Pilot Exemption Training. In addition
Pilot Requirements for the exemption are a Commercial rating, 1000 hours total time, 500 hours of Turbine time and a second class medical certificate.

The exemption is good for 12 calendar months and must then be renewed.

Also for the record, the only time a pilot will receive a SIC required limitation on their certificate is if they takes a crew ride on either a 501 or 551. The restriction is not placed on the 500, 550, or 560 series since those planes are already certified under part 25 as two pilot crew.

That restriction would have to be removed before single pilot 501/551 operation would be allowed or for the 500,550,560 series to be operated under the single pilot exemption. An additional type ride from a designated pilot examiner with pilot demonstrating the type ride without a second in command would be required to remove the SIC required restriction.



I believe that Sierra STC equips the 500 to be flown SP with a SP wavier. The 500 SP wavier requires headset or boom mic and gear handle on the left side which some early 500's did not have.

Get a copy of the STC and read what its says.

Cessna had a SB for a "sex change" that changed a 500 to a 501 and issued a new data plate. They no longer will do that.