19 Apr 2024, 01:29 [ UTC - 5; DST ]
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Post subject: Re: Citation 501sp Posted: 05 Dec 2017, 22:49 |
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Joined: 05/27/13 Posts: 260 Post Likes: +84 Location: Cincinnati, Ohio
Aircraft: Beech D50A
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Ah...I put about 1100 hrs on s/n 98 back in the day when it was almost new. I always thought it would make a good personal airplane. I learned A LOT back then. Lots of stuff I didn't know that I didn't know.
Good luck with it.
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Post subject: Re: Citation 501sp Posted: 05 Dec 2017, 23:12 |
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Joined: 04/06/11 Posts: 7946 Post Likes: +3983
Aircraft: Warbirds
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Username Protected wrote: Lt. Worf!
What's he moving on to? He wants to get an F-5 fighter. Read his history into this sort of thing having owned a T-33 and an F-86 Really nice guy he loves airplanes. His F-86 was bought by Astronaut Frank Borman who sold it to a former boss of mine. I worked on it a bit. It's now based in TX. When it arrived it had an inop button on the instrument panel labeled " Beam Me Up".
_________________ Be careful what you ask for, your mechanic wants to sleep at night.
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Post subject: Re: Citation 501sp Posted: 05 Dec 2017, 23:52 |
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Joined: 07/11/11 Posts: 2252 Post Likes: +2215 Location: Queretaro / Woodlands
Aircraft: C525 BE40 D1K Waco
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Username Protected wrote: Wow nice! Is the 501 type rating the same as the 550? I believe it is - the 500/550 series is one type rating. Congratulations! Where are you going for training Michael?
Last edited on 05 Dec 2017, 23:52, edited 1 time in total.
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 02:00 |
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Joined: 08/09/11 Posts: 1732 Post Likes: +2052 Company: Naples Jet Center Location: KAPF KPIA
Aircraft: EMB500 AC95 AEST
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Username Protected wrote: Heres the squawk list:
Attitude indicator failed: $2700 Duncan Tires: $1000, dry rotted Left audio panel: ebay, $600 DME: forget that, not worth fixing. Air conditioner compressor: $1,900 including a new dryer and R134A
That's it, machine has only flown 30 hours in the last 2 year; largest risk of the transaction.
Adding Rosen Visors; other than that the machine is sound. Did you do a pre buy or just starting the post mortem?
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 07:05 |
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Joined: 03/04/13 Posts: 2587 Post Likes: +1244 Location: Little Rock, Ar
Aircraft: A36 C560 C551 C550S
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Username Protected wrote: Wow nice! Is the 501 type rating the same as the 550? I believe it is - the 500/550 series is one type rating. Congratulations! Where are you going for training Michael?
Alex is correct. 500,501,550,551,560 all same type. 560XL, Which is Excel and XLS is different type.
Robert
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 08:01 |
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Joined: 10/10/14 Posts: 1488 Post Likes: +1205 Location: St George UT
Aircraft: Mooney D 1964
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Not a bad airplane at all. Congrats I've got over 2,000 hrs in 500s, easy to fly, dependable. Like a big C-182. Never really had a serious issue in all the time I flew them. The vertical tape instruments were the only issues that seemed to crop up and then not very often. We followed Cesscom on the maint schedule. Ours was heavy in that we had dual independent FD-109s. I know, I know, dinosaur panels.
You'll learn to fly it by the numbers and not seat of the pants stuff. I should preface that with I don't know your background with jets but it shouldn't be a problem. 500s are just cool basic all weather jet transportation, if jet transportation can be called "basic" :-) If I needed and could afford a personal one, I'd get one too. The time is now as you say. It all depends on finding the right airframe. You'll love the buckets on the back, your brakes will never wear out. Again, don't know your background but an old grizzled 727 capt that I flew with (who was younger than I am now! long time ago) taught me that he never worried about the length of the runway because he ALWAYS touched down at the same spot on every runway (the 1200' mark and he did it every time). I followed his suggestion all through my career. It works. One item you might want to consider is keeping the temps low on T/O. IIRC (its been 3 decades) we flew out of an 800' msl airport with long runways with normally not full gross loads. If we set normal T/O max RPM we had to pull back just after lift off to keep temps and speeds within specs. We learned by setting 90% at the start that it self accelerated to just about normal T/O RPM just at lift off. Never had to worry about over temp or RPM at most low altitude airports. When we went for Hot Section the manf. part numbers were still visible on the turbine wheels. They never got hot. Never pushed this procedure anywhere we thought we were even near runway limit. It worked for our operation.
Don't sweat the type ride. Easy airplane to learn.
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 10:50 |
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Joined: 05/05/09 Posts: 4958 Post Likes: +4796
Aircraft: G44, C501, C55, R66
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Username Protected wrote: What is the range on a 501sp? It's better than an Eclipse; that's for sure. We flew 3.5 hour legs and still had 1000+ lbs of fuel left. I would say it's 1100-1200 miles. I looked carefully at some Williams powered versions but I absolutely refuse to be married to their program. The range on these with the Branson fuel tank mod is 1,900 miles; that's pretty insane. I think the 551 is 1400-1500; is that about right?
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 11:23 |
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Joined: 08/05/11 Posts: 5303 Post Likes: +2423
Aircraft: BE-55
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Username Protected wrote: What is the range on a 501sp? With the Williams its about 1200 miles. Id figure 20% less stock
_________________ “ Embrace the Suck”
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 11:37 |
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Joined: 05/05/09 Posts: 4958 Post Likes: +4796
Aircraft: G44, C501, C55, R66
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Username Protected wrote: What is the range on a 501sp? With the Williams its about 1200 miles. Id figure 20% less stock
Williams is more like 1500-1900 depending on fuel tank configuration.
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Post subject: Re: Citation 501sp Posted: 06 Dec 2017, 12:44 |
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Joined: 05/29/13 Posts: 13586 Post Likes: +10972 Company: Easy Ice, LLC Location: Marquette, Michigan; Scottsdale, AZ, Telluride
Aircraft: C510,C185,C310,R66
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Username Protected wrote: I was trained in the airplane by an experienced friend in the 500 series. I have a copy of the Flight Safety manual and a few others and have read them 5 times (self study ground school). I found an insurance approved CFI (16,000 hour Citation guy) and am taking his course and then taking the checkride on Sunday with a DPE. I like training in the airplane versus a sim.
You are an experienced jet guy. So you know the trade off. Most insurance require SIM time. Hard to do the emergencies (tr deployment, fire bottle deployment , etc) in real life. I could see a TYpe rating in plane followed by recurrent in SIM. But wthdik?
_________________ Mark Hangen Deputy Minister of Ice (aka FlyingIceperson) Power of the Turbine "Jet Elite"
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