I have received some snide remarks from ATC when climbing those last few thousand feet. At .6 on the AOA and max continuous even lightly loaded the climb from 380-400 is like 200 fpm. I like to have some fun with them:

"Tango Whiskey, say mach number."
"Uhhh, we don't have one sir."

I'm quite used to such mockery from flying the Eclipse though. "You know you are a jet, right? You can go faster if you would like."

Looks like we were posting about the same time. I'll ask the guy I fly with Thursday if he's ever taken the plane that high, but right now I see it as my current plane: a ceiling that is certified but not very practical. The guys I know that have had them said they filed mid to high 30s as was seen above. Haven't heard any FL430 stories but have my ears open

It has been a long time since I flew the II, but I recall a couple of us doing 430, but rarely. You had to really, really want to go there. Just keep an eye on your AOA. Realistically, we planned FL350 - FL370 on long legs.

From reading the other thread, you say TR's can go either way with your decision. GET TR's. I think most, if not all IIs have them. If you fly up to the great white north in the winter, they are most helpful. I have had to use them for taxiing on ice NIL braking. When you need to go really slow so you don't slide off the taxiway, the TR's are the only way to slow down. Also more comforting landing.

I flew a 500 without TR's and the pedal buzzers that let you know when you have already skinned your tires. The IIs with anti-skid and TR's are much nicer to fly.

Seems as though most have ignored the O2 mask at altitude question.

I think I would be looking at those huge beautiful windows and would flinch at every crack or rumble.

Seems like the O2 requirement says above 350 without a copilot one needs to be on O2.... this is part 91 rules... 121 is different.

Sec. 91.211
2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the
other pilot has returned to that crewmember's station.

I remember reading something about the single pilot O2 requirement above a certain level, just did not remember the details.

How much difference would there be in getting direct routing betweein a jet that flys in the mid thirties (where the airlines are) compared to a jet that flys above the airlines mostly (forties)?

Waaayyyy out if my league here, but, FWIW, we routinely operate the Phenom above fl40. Still fly the V airways, rarely direct.
Not sure why.

FWIW, re compliance with ATC instructions:

iv. When the term “at pilot’s discretion” is not used, and no climb restrictions are imposed, you should:
a. Climb at an optimum rate consistent with the operating characteristics of your aircraft to 1,000’ below the assigned altitude, and then attempt to climb at a rate of between 500 and 1500 fpm.
b. If at any time you are unable to climb at a rate of at least 500 fpm, advise ATC.

References: 14 CFR part 91; FAA-H-8083-15; AIM

Thanks Tom. I think the folks here are neutral on them. Seldom use them and the plane is just a tad faster without. Also a maintenance issue, especially on legacy planes. But I agree with what you say and kinda like them. You're right in that most we're looking at have them. I just wouldn't eliminate a nice bird without. We seem to touch down about 85 knots and stow at 50. But is see your point on slippery surfaces.

Seems like the O2 requirement says above 350 without a copilot one needs to be on O2.... this is part 91 rules... 121 is different.

Sec. 91.211
2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the
other pilot has returned to that crewmember's station.

Some good info on oxygen. This site has lots of good stuff

http://code7700.com/oxygen.html

Thanks Bill. It looks like above FL250 I have to have a 10 minute supply readily available, but don't have to actually be on oxygen from reading that. If single pilot, looks like at FL350, I'd be required to be on a mask. I'm sure they'll cover this in training.

A pet peeve of mine is the pilot who delays reverse until all three wheels are on the ground, then takes a breath, and slowly pulls the levers to reverse. He immediately sees he's too slow for reverse, and cancels it, thus getting a little acceleration from the momentarily high thrust.

Then in the bar that night, he shoots his mouth off about "Reverse is really poor on that airplane."

Aaaugh!

As I close the levers to idle, my hand sneaks to the reverse levers. As close as possible to touchdown, I snatch the reverse levers back. There's usually an interlock that keeps the reverse thrust low until some condition is met, and I'll be on the locks, pulling hard, so the instant they release, they'll come back to the stops. That's the way to get INTO reverse.

When full reverse is no longer appropriate, I'll ease 'em forward, eventually to IDLE REVERSE. I keep IDLE REVERSE down to taxi speed, sometimes while clearing the runway.

Some will holler at that. Nutz. "Suppose one doesn't go into reverse?" That's what feet are for. I've demonstrated that technique, full reverse on 3 engines, 1 outboard engine in forward idle in the DC-8, 747, and G-IV. Almost no yaw, a very little rudder required.

Thrust reversers on jets are NOT as effective as they are on props, but they are nice to have, when properly used.

Pics or it didn't happen