Gary,
I don’t have a direct answer to your above question, but one of the ways I look at the range issue is I try to determine how many hours can I fly the airplane (with no wind, weather) and still land with desired reserves. This number will vary with cruise altitude/fuel flow. You might plan the same trip at different cruise altitudes on FltPlan.com to get an idea. Once you know that Ex: 501SP will fly for 2.5 hrs @ FL350 with normal descent and landing will have X reserve, then you can add or subtract winds, weather, weather at destination etc to get your range for a particular trip. Sometimes you can use Long Range Cruise power settings to increase your range, although it will add more time to the trip. FYI, for the airplanes I fly, I have found FltPlan.con data to be accurate. I’m sure more experienced pilots will have a better way than this but it seems to work ok.

Robert

I'm not aware of any place that installs that mod. If anyone finds a source, I would be interested in knowing as well.

It is very rare to find airplanes with this mod already installed.

Here is how the mod was listed in the Sierra 2012 catalog:

I don't know what it does to the empty weight, Seirra's numbers suggest 70 lbs but that seems optimistic to me.

Sierra says this mod adds 120 gallons, ~800 lbs, bring total fuel capacity on a 501SP to 4580 lbs.

Sierra claims the XR tank extends the "Stallion" (501SP upgraded to FJ44-2A) with a range of 1581 nm to a "Stallion XR" (501SP + FJ44-2A + XR tank) with a range of 2029 nm.

The claimed useful load full fuel is 800 lbs, but I bet that is way off, probably more like 400 lbs on an actual example, if you can find one.

The STC appears to be SA152RM. Text attached. Says STC holder is Sierra, but Sierra sold to Innova Aerospace, so presumably they own it now. It isn't clear what Innova is doing with it.

Mike C.

Don't know the 551 but the 525A (CJ2) carries 4000# of fuel. First hour fuel burn has typically been 1200#, subsequent hours have been in the 700-800#/hr range. In the 40's the plane does 370 hot & heavy ranging to 400 at ISA & light. Back to your question on range; if you fill it up, the plane might get as far as 1800 miles until flameout. Assuming it is at FL450 when "it gets real quiet", it should make another 50nm in the glide so the "no wind, no reserve" range at max cruise (w/the standard noise abatement descent) is 1850nm! I'm sure some pilots do better...

I'm a little more conservative than that so I'd say about 1400nm if you are going to a VFR airport.

I'm not aware of any place that installs that mod. If anyone finds a source, I would be interested in knowing as well.

It is very rare to find airplanes with this mod already installed.

Here is how the mod was listed in the Sierra 2012 catalog:

I don't know what it does to the empty weight, Seirra's numbers suggest 70 lbs but that seems optimistic to me.

Sierra says this mod adds 120 gallons, ~800 lbs, bring total fuel capacity on a 501SP to 4580 lbs.

Sierra claims the XR tank extends the "Stallion" (501SP upgraded to FJ44-2A) with a range of 1581 nm to a "Stallion XR" (501SP + FJ44-2A + XR tank) with a range of 2029 nm.

The claimed useful load full fuel is 800 lbs, but I bet that is way off, probably more like 400 lbs on an actual example, if you can find one.

The STC appears to be SA152RM. Text attached. Says STC holder is Sierra, but Sierra sold to Innova Aerospace, so presumably they own it now. It isn't clear what Innova is doing with it.

Mike C.

They still exist as an entity, so they have not "officially" shutdown, as in dissolved or bankruptcy.


The market to put $2M of engines on a legacy Citation is probably weak, though Innova was working on FJ44-4 on the 560, which would have been a great mod.

The fuel tank, however, was still a worthwhile mod in its own right.

I'd very seriously consider a Stallion (501SP + FJ44-2A) with the XR tank, if I could find one, or buying a Stallion and then having the tank added. You are in to an airplane for about $1.2M at that point with 2000 nm range, and it is single pilot.

Mike C.

They still exist as an entity, so they have not "officially" shutdown, as in dissolved or bankruptcy.


The market to put $2M of engines on a legacy Citation is probably weak, though Innova was working on FJ44-4 on the 560, which would have been a great mod.

The fuel tank, however, was still a worthwhile mod in its own right.

I'd very seriously consider a Stallion (501SP + FJ44-2A) with the XR tank, if I could find one, or buying a Stallion and then having the tank added. You are in to an airplane for about $1.2M at that point with 2000 nm range, and it is single pilot.

Mike C.

I never have liked the idea of becoming or acting in the capacity of a TEST PILOT !!!
I like the approach I have planned and agree with others. First couple of trips I can fly to KFPR (800 KM) and top off and do the math.

Never thought I would ever be flying a 501 SP, I like to work hard and play hard and this 501 let's me do both, what a great means of transportation !

Deals can be made if one is ready and able to make it happen, it's been a great learning experience .

Thank You All for the info!

They still exist as an entity, so they have not "officially" shutdown, as in dissolved or bankruptcy.


The market to put $2M of engines on a legacy Citation is probably weak, though Innova was working on FJ44-4 on the 560, which would have been a great mod.

The fuel tank, however, was still a worthwhile mod in its own right.

I'd very seriously consider a Stallion (501SP + FJ44-2A) with the XR tank, if I could find one, or buying a Stallion and then having the tank added. You are in to an airplane for about $1.2M at that point with 2000 nm range, and it is single pilot.

Mike C.

Yes, it is. I know of 4 Stallions (FJ44-2A) and 10 Eagle IIs (FJ44-2A + wing hump fuel).

The problem with the Eagle II is that wing hump does some pretty bad things to the cruise aerodynamics. The extra curvature decreases the critical mach number so the plane cruises slower. The one I tested could not do better than mach 0.64 at FL410, or about 367 KTAS. That's at MCT. That's not great. The Stallion is quite a bit faster due to lacking that wing hump.


Yup.

The Stallion XR, if such a thing exists, is both faster and longer range than the Eagle II, both from carrying slightly more fuel, and from faster cruise speed from lacking the wing hump. If you are willing to sacrifice 18 inches of cabin length, the the Stallion XR is better all around. Except, it doesn't seem to exist.

Mike C.

Yes, it is. I know of 4 Stallions (FJ44-2A) and 10 Eagle IIs (FJ44-2A + wing hump fuel).

The problem with the Eagle II is that wing hump does some pretty bad things to the cruise aerodynamics. The extra curvature decreases the critical mach number so the plane cruises slower. The one I tested could not do better than mach 0.64 at FL410, or about 367 KTAS. That's at MCT. That's not great. The Stallion is quite a bit faster due to lacking that wing hump.


Yup.

The Stallion XR, if such a thing exists, is both faster and longer range than the Eagle II, both from carrying slightly more fuel, and from faster cruise speed from lacking the wing hump. If you are willing to sacrifice 18 inches of cabin length, the the Stallion XR is better all around. Except, it doesn't seem to exist.

Mike C.

I've got an Eagle II with the Branson tank. Has been a good airplane.

Mark Hufstettler in Uvalde is a great resource. He certainly knows what is out there and what is possible.

They are good flying airplanes both Eagle / Stallion.

Mark at Sierra owned my airplane for a while. The maintenance has been exceptional and it has been very reliable.

A CJP member graciously let me fly right seat in his 501 last weekend. The jet bug has bitten deep . Can't wait to own one.

Klingon Club membership #4 reserved.

You get spoiled fast. Loaded Ultra leveling FL430. Topping weather in a jet is so sweet after years of flying in the 20s. Go for it!