My experience is that you fly mores hours a year in a faster more capable plane. Especially when you are upgrading from piston to prop jet and prop jet to jet. Just saying.

Dave, it seems to me that nether of the attached charts has the data formatted the way you, or any pilot, really wants.

A chart of NMPP (NM/Pound) of fuel greatly simplifies matters by avoiding the need to divide FF by TAS for each condition--instead, you just look for the highest number. Granted, it's easy to make such a chart ahead of time, but doesn't Cessna have one?

Dave, do you have the tables for ISA +10 or ISA +15?

Works for me!

There are all sorts of charts and tables . I was just trying to provide on illustrative example. Unfortunately, I don't have all those here. I'm trying to soak up thing for my type rating in the plane and the materials I have now, aren't all inclusive. Of course, they should have an EFB like for other models, but they didn't go back and do these models is what the Cessna rep related to me.

What I posted was in the summarized pilot guide. That would be pretty warm of FL370. Do you mean those for takeoff temps and runway length?

Dave,

You're just to logical ... great approach to pursuing a jet!

Have you looked into an S/II?

What I posted was in the summarized pilot guide. That would be pretty warm of FL370. Do you mean those for takeoff temps and runway length?

Thanks Larry. Love to stay on your good side

Briefly. John on here has one as you probably know. We didn't think it was worth the price premium to us. This is a very nice step up for us from 225 knot cruise to about 350. This holds more and has more range, goes higher, is quieter, etc. I had a top number in mind for a nice plane with good remaining engine time. When I looked at SII, there were many fewer on the market and they had a premium that just didn't seem worth it to me. Insurer initially was making it pretty easy to move to a II, didn't ask about the SII. I'm getting a firm insurance proposal Monday.
What we have done is developed our base criteria, then, applied that to the planes we saw that were available. That got us to three we saw listed and one we were told was available from a fella moving up to bigger, faster. So, we're boiling down those four now. We'll probably eliminate one or two of those and make offers on the remainder. If those don't work out, at least we'll have a great idea of what we want an look some more. It's interesting that four planes seem to meet our price and capability criteria. But, what looks acceptable on paper, may not turn out to be. Turns out on one plane, we know it was foreclosed and previous owner wasn't taking good care of it. That usually leads to several fixes being required compared to an actively flown plane with a good owner. So, we'd ask for a discount on that.
One is 200 hours from needing hots. No sense in flying a year and opening up later to find a problem. So, we're on a track to ask for hots and have current owner fix any problems. We have a long time turbine guy we want present when it's done. Don't know if we'll deduct that from price or adjust it yet. But we're figuring it out. Some have life limited parts. Want to make sure we don't run afoul of that. Lots to look at.

Sorry, I misread your post to be +10 and +15 and elided right over the ISA plus 10.

Is ISA -56 at FL370? Don't have it handy. At -46 which would be +10, my cruise chart shows at FL370 12,500 pound plane (which would be early in the profile) max cruise at 104 N1 (which I used for max cruise before) would be 933 pph; TAS 363. I don't have +15 here. I just have a few tables here. Perhaps Steven can help. He seems to have complete manuals.

If you want max range then you climb to max altitude which I think is FL430 in the II. Winds will be less and ISA will be more towards standard then at FL370. I don't know why you are looking at FL370 for your LRC range.

You should have an FMS that is calculating fuel at destination. Recognize that your fuel at destination is overstated since your fuel burn will increase as you descend. So if you want 1000 lbs on landing then look for maybe 1200 lbs as your target in cruise.

Once at FL430 and at a stable cruise speed your fuel at destination will tell you if you can make it. If you don't have a happy fuel reserve then pull back the power toward the LRC power. If you can't get your fuel reserve to a good number then you can start planning a fuel stop.

Depending on the day I may file to my fuel stop and then if in cruise and the FMS predicts I have fuel to my destination I change in flight; or sometimes I file for my destination and change to my fuel stop. Depends which I think is more likely.

You can run all the numbers but it is a dynamic situation with ATC routing, weather, winds aloft, and ISA all making it real time deciosn once in flight. As long as I know I have airports to drop in on I just get in the air and see what the plane can do on that day.

A few long range flights in the II and you will find out what it can really do.

Sorry, I misread your post to be +10 and +15 and elided right over the ISA plus 10.

Is ISA -56 at FL370? Don't have it handy. At -46 which would be +10, my cruise chart shows at FL370 12,500 pound plane (which would be early in the profile) max cruise at 104 N1 (which I used for max cruise before) would be 933 pph; TAS 363. I don't have +15 here. I just have a few tables here. Perhaps Steven can help. He seems to have complete manuals.

I ran it there because I had complete comparable figures. I don't have a full set of books yet and while I see fuel flow is less up there, I couldn't directly compare. When I get full books, I'll certainly follow your advise. The numbers I have don't show performance at FL430 until the plane gets down to 11,000 pounds.