Cj2 climb speeds

129 KIAS at FL450? I would think that is pretty "mushy" and it could take a long time to accelerate to cruise speed (172 KIAS).

Ultra is 163 KIAS at FL450 top of climb per the book. That's a pretty big difference.

Mike C.

Climb CJ2 at VS 1500 fpm and take whatever climb speed you get instead of FLC at 230 kts. Reduce VS to keep at least 20 kts above the doughnut once in the FLs. Keep an eye on airspeed in VS climb and don't let AP fly into a stall.

129 KIAS at FL450? I would think that is pretty "mushy" and it could take a long time to accelerate to cruise speed (172 KIAS).

Ultra is 163 KIAS at FL450 top of climb per the book. That's a pretty big difference.

Mike C.

That’s awesome Jesse! I’ve heard the Falcon is a beast of a tank.

Climb CJ2 at VS 1500 fpm and take whatever climb speed you get instead of FLC at 230 kts. Reduce VS to keep at least 20 kts above the doughnut once in the FLs. Keep an eye on airspeed in VS climb and don't let AP fly into a stall.

I handflew to FL410. I was IMPRESSED at how sensitive the autopilot in the Ultra has to be. The tiny amount of force required to break the yoke from static friction is more input in pitch than necessary for level flight.

Its a hostile environment for sure. I’d equate it to a highway, with perspectives from inside a new truck vs standing on the shoulder. The jet definitely lulls you into comfort.

4 sim sessions done. Two to go plus check ride. Getting used to the Proline 21/Universal/Garmin combo.

Got to say that the avionics are the hardest part. I know what to do but my muscle memory is used to different buttonology. Add in single engine, primarily data..Toss in a couple of sim screws ups and its a freaking workout. Worst yet as SP you have no one to blame.

Oh yeah...they have made a slight change. With OEI it is flaps 15, positive rate, gear up, until 1500 vs 400 agl. Then flaps zero. Apparently the 400 feet was the process for part 25 certification. This airplane is part 23 certified but it meets part 25 certification standard. Cessna decided is was safer to stay flaps 15 to 1500 despite certification standards. So essentially prove it can meet the standards but then fly it differently. One more thing to process.

Personally it feels like a notable accomplishment. Instructors know if you are up to the task in the first 30 minutes.

Good observation Jesse. I've tried to hand fly at high altitude at .84 Mach. I could last maybe an hour at most, keeping the plane within plus or minus 100 feet of altitude. An 800,000 pound airplane requiring finger tip control inputs.

Thanks for the debriefing Mark, some of us are living vicariously through your adventures.

Regarding the change to the OEI clean up procedure, we had a 1500 foot altitude also in 121 heavies. Assuming the engine failed after V1, the climb was continued to 400 feet before an assessment of the situation was made; then the climb was continued to 1500 feet, the airplane cleaned up , gear, flaps to final configuration; then taking action on the emergency. Engine fire? That's the beauty of pylon-mounted jet engines.

The take away in general terms is that if an emergency arises on takeoff after V1, don't touch nothin', but climb to a safe altitude to take care of it.

Anybody use pitch for control in the climb? I have VS/IAS/PITCH as options and I much prefer leaving it on pitch (a few degrees above cruise) for a climb without the hunting changes brought on by the other modes.

Paul:

Interesting. I just thought with engine out flaps 0 would reduce drag and give you a little better climb speed.

I have noticed the CJ1 sim needs way more rudder OEI than does the 550. Like wayyyyy more. I wonder if the fact that is shorter has something to do with it?

In general engine out seems like more work in this sim.

My imagination?

In the CJ4 sim at FSI, they tell you to use all the rudder....don't try to feel it out...it takes it all.

Fairly similar with the Mustang. At V2, you're stepping hard for rudder authority. I can imagine with the thrust of a CJ4 you need all the rudder you can get.

Mark,

Flaps zero might be the best configuration for the Citations OEI, but for the heavies, they depend on all of the leading edge devices being deployed for a much lower stalling speed for maneuvering for an emergency return; for the 747 it's 5 degrees of trailing edge flaps, which also has all leading edge flaps deployed. The first flap notch is one degree that deploys half of the LED's and extends the trailing edge flaps outward for expanded wing area, the second notch of flaps is five degrees that extends the rest of the LED's, and deflects the trailing edge flaps down five degrees to increase wing camber, lowering the stall speed 40 knots.