First off, I wanted to publicly say that Allen Wolpert is a stand up guy. He doesn't know me from Adam, but nonetheless he spent hours earlier today telling me about his experiences with his CJ2+, taking me through a thorough preflight, and taking me for a ride for a few more hours. He then introduced me to the people who handle his MX. Thank you Allen. Today was absolutely amazing, I'm sold. It's a CJ2+ or a CJ3 for me, the demo flight cinched it. I need to get this deal I'm working on done and I'm in. I'll know in a few months.

Onto the juicy stuff. No bullshit, with a full load of gas and three people (130lb chick in the back, I guess Allen weighs about 200 because he's tall, and my fat ass weighs 205) his CJ2+ climbed over 5000'/minute at 230 indicated with no vibration and just the sound of the wind blowing by. When an engine was pulled to idle, it took a few seconds to even notice, and we kept indicating 240- up at 16500'; the passenger in the back didn't even notice. It's a piece of cake to fly, it's as stable as they come, and it's really not even that bad on gas.

Thanks again Allen. I owe you one.

Then I flew my Aerostar back to Raleigh, which will likely be one of my last flights in it because Stan's buying it. Seriously, Beechtalk is one of the best resources for pilots anywhere. Thanks Jeffs!

You mean he finally listened to me, for once!?

Pics or it didn't happen

Great recap, Craig. Glad to hear about your experience. The CJ2+ is a really impressive airplane. Allen is active advocate on BT and CJP. He contributes a lot. Nice of him to take you through the demo process. Cessna should put him on their payroll.

Lol, I told him exactly that after the flight. He knows the thing inside-out and flys it like a champ.

I don't think I'll get a CJ3. It's the same bird but for the extra legs, and I just can't see spending the extra mil. Is there any reason why the damned thing is worth that much more? What am I missing?

So is there going to be a solitaire on the market soon

Dave

Here's a shot. Nope, I'm hanging onto my Mits. After I'm retired and can't afford the jet I'll still be flying the MU2.

What is fuel burn like compared to Mits?

I can't see going back to the more complex and added failure mode in a turboprop after getting accustomed to the simpler jet.

You're my hero Craig.

I used to think you were severely over-planed with both your MU2 and Aerostar. NOW you're going to have a CJ2 and an MU2. Holy cow man!

BTW, I really wanted to make you an offer on the A*. Just not quite there yet. I'm glad you were able to get her sold.

Best of luck in your jet transition. Allow us to live vicariously through you w/ lots of pics and write ups...

Once you operate a Citation you will throw stones at your Mits. Don't get me wrong (I cannot afford a Mits) you have a great plane, but the jet is so much smoother, faster, and easier to fly. I love the Citations. Great planes!

I put gear and flaps down on downwind, slowed the CJ down to 110 kts, and flew base and final at 105 - 110 kts, which was necessary to land on this particular runway. Craig just sat there watching muttering that is A* or MU-2 would kill him if he flew it that way.

To be current in a CJ and a MU-2 will require two annual training sessions, a 61.58 and a SFAR.

I put gear and flaps down on downwind, slowed the CJ down to 110 kts, and flew base and final at 105 - 110 kts, which was necessary to land on this particular runway. Craig just sat there watching muttering that is A* or MU-2 would kill him if he flew it that way.

To be current in a CJ and a MU-2 will require two annual training sessions, a 61.58 and a SFAR.

I put gear and flaps down on downwind, slowed the CJ down to 110 kts, and flew base and final at 105 - 110 kts, which was necessary to land on this particular runway. Craig just sat there watching muttering that is A* or MU-2 would kill him if he flew it that way.

To be current in a CJ and a MU-2 will require two annual training sessions, a 61.58 and a SFAR.