Maybe it was fuel contamination. Really great fuel contamination.

This ain't no normal tolerance variation.

Going 30 to 40 knots faster is not explained by a tight hots.

There has to be some other explanation.

If it ain't a -4, then one has to wonder about the TIT probes and their calibration. Extra fuel flow, extra performance, means extra temperature. If that isn't indicating on the TIT gauge properly, it could become expensive down the road when all the HT blades are toast.

Mike C.

This ain't no normal tolerance variation.

Going 30 to 40 knots faster is not explained by a tight hots.

There has to be some other explanation.

If it ain't a -4, then one has to wonder about the TIT probes and their calibration. Extra fuel flow, extra performance, means extra temperature. If that isn't indicating on the TIT gauge properly, it could become expensive down the road when all the HT blades are toast.

Mike C.

336 KTAS at FL370.

To go 370 KTAS after that requires something major has changed.

Curious fuel flow split but ITT and other gauges are not showing the same, likely an indication problem.

Mike C.

His N2 is a bit higher on #1 motor. I haven't flown a 500 in 20 years, was my first jet (work) but one of my fondest souvenirs of flying around....

Well I guess that is the mystery. In trying to assimilate all of this information, it seems like I would have to have a ton of instrumentation errors. Literally all of my engine instruments would have to be wrong and be wrong in the same direction (low). I think the odds of this are pretty low unless there is a common signaling box or interface that could be inducing this error.

At 102.1 N1 my N2 is at 94.5. My ITT runs between 655C and 665C depending on summer vs winter. 670C is the cruise limit and bottom of the yellow. Per Tarver's advice I will run it a little cooler in the future.

The climb thrust table in my abbreviated checklist (from CAE, not Textron) lists altitudes, temps, and N1 settings. For -20F and 25,000' it lists 100.4. But then the last row of the table says "ABOVE 30,000 FT 102.1"

Hi James,

Thank you for this. My wife thanks you also as this helps to temper my V upgrade desires!

We are absolutely loving the plane. It is such a jump from the SR22 and it is just so capable while also being easy to fly. It is ridiculous how much this thing has improved our lives - being able to run to the beach for the day or ski 2 days over a weekend without missing work or school.... It definitely takes a lot to keep her fed but she delivers.

Just do the 3-way GPS test in stable air. GPS doesn't lie. 3 90 degree headings. So two turns off course, let the speed stabalize, then record ground speed. Use this calculator to make it easy: http://www.csgnetwork.com/tasgpscalc.html

I video it while on autopilot HDG mode to make it easy making sure I capture the airspeed indicator and the GPS info.

I've never done it in Class A, but I'm sure you can just request a couple minute deviation to do a 360 over podunk ville

I would think confirmation of fuel flow instruments would also be needed.

Well I guess that is the mystery. In trying to assimilate all of this information, it seems like I would have to have a ton of instrumentation errors. Literally all of my engine instruments would have to be wrong and be wrong in the same direction (low). I think the odds of this are pretty low unless there is a common signaling box or interface that could be inducing this error.

At 102.1 N1 my N2 is at 94.5. My ITT runs between 655C and 665C depending on summer vs winter. 670C is the cruise limit and bottom of the yellow. Per Tarver's advice I will run it a little cooler in the future.

The climb thrust table in my abbreviated checklist (from CAE, not Textron) lists altitudes, temps, and N1 settings. For -20F and 25,000' it lists 100.4. But then the last row of the table says "ABOVE 30,000 FT 102.1"

Unfortunately, this doesn't eliminate the effect of mountain waves.

Interesting look behind a 500 panel.

[youtube]https://youtu.be/JRD4ixeCuZQ[/youtube]

Whew, finally got through all 118 pages of this now year-old thread. I learned a lot, and even though my flying skills and my net worth are not yet Citation-worthy, I am grateful to all of you for sharing your knowledge.

A particular discussion caught my eye (apologies…it was years ago): Why are best glide and best range speed not the same AoA? My curiosity sent me back to one of my textbooks, “Aircraft Performance and Design,” by John D. Anderson, Jr. A jet and a prop airplane differ a bit in how we calculate range.

Best glide is indeed at the highest L/D ratio, which is usually at a pretty high AoA (low EAS) so I can believe the 0.6 number (i.e. 60% of the way from zero lift to stall.)

For best range, in a jet, however, Anderson shows a version of the Breguet Range equation that shows Range proportional to sqrt(CL)/CD, not CL/CD as for a prop airplane. That’s why best range for a jet happens at a lower AoA (higher EAS.)

The physics behind it is simply how we specify specific fuel consumption for props and jets. For jets, it’s fuel flow/thrust, but for props it’s fuel flow/power. Since power is thrust * velocity, speed ends up in the range equation for jets. When you grind through the math, given that L/D and speed are related, you end up with the equation in the photo, shared here for the enjoyment of my fellow nerds.

Hi Martin,

Welcome! On one of my early flights, we were flying Westbound in the winter. We were battling 100 knots on the nose. I pulled the throttles back to .6 AoA and ground it out. It took FOREVER. Then some helpful folks pointed out that there are tables in the Operating manual that give best range throttle settings based on temperature and wind. Interestingly, those numbers are generally faster than .6 AoA. So as you noted, going faster is sometimes more efficient in a jet, especially with wind.

Thanks to this thread and Mike Tarver, I bought a 501 jet. Now, 1.5 years later, I think i own the nicest one in the world. Full Garmin panel, new paint, new interior. A brand new jet for under $1M.
See pics attached and 1min transformation video on YouTube:
[Link]https://youtu.be/I8YOO22zqEE[/Link]