We had a similar situation, but luckily the previous owner knew they wanted to retain their N number so they started the process when they ordered their CJ4, so basically Textron built an airplane in the time it took the FAA to do the paperwork on an N number change. My client bought the airplane 6 1/2 months ago and we requested an N number change, done through the title company to decrease the chance of mistakes, and just yesterday Kim emailed the -64 form to us!

My only advice is to use an escrow agent for all of these forms, just like Mike said the slightest of mistakes carry a six month penalty! The escrow agents do it daily and know what to avoid.

I am proud of the FAA, to reward themselves for working so hard they now take a half day off prior to every federal holiday!

Now that’s bold.

I’m in California with an airplane we hope to slip under a Christmas tree in Louisiana, trying to close on Friday is bad enough, now we have to do it by noon Central time.

We used an escrow agent.

So your advice isn't the protection you think it is.

Mike C.

We used an escrow agent.

So your advice isn't the protection you think it is.

Mike C.

I did a 2.8 hour leg today at FL450 returning from a family trip out west in the CJ2+ and saw these incredible numbers. I filed FL430 but with the convective activity topping FL450 for nearly the total 1000NM trip I climbed up there after a little level off at FL430. ISA temps were hot today, but at mid weights the 2+ did great.

401 knots TAS at 640PPH = 95 gallons per hour! I can occasionally get our CJ down that low at FL410 but I'm at 340TAS. On our King Air E90 if I ran it hard I'd be at that fuel flow at 250TAS. This came out to 4.85 statue miles per gallon at 461MPH, just amazing. The CJ2+ accelerated to as high as 412TAS at FL450 when we burned off a little weight and temps came down, fuel flown went up to just 660-670PPH.

At the same time of taking these pictures ATC called out a weather balloon at 51,700 feet and I passed right underneath it. The cell phone picture of course doesn't do justice.

-The Citation Jet Exchange

We had a similar situation with a tail number change at purchase as the prior owner wanted to keep the original number. This was in May of 2021, we had the paperwork back from the FAA in under 2 months, I'm not sure if it was through a titling company as we used a buyer agent from Elliot and he handled it all. Now the MMEL paperwork on the other hand.....some how the FAA lost that for about 4 months but I finally tracked down a local individual's email address and he processed it within a week. I get that the MMELs are tail specific, but this was literally the same factory MMEL that all 100s use I presume.

If the CJ2 (or any 525) had the mustang cockpit, it would be an amazing airframe. I just can't get past the floor yoke and cramped seating.

Chip-

Tour of the CJ2 and CJ2+ pointing out the similarities and some key differences.

[youtube]https://youtu.be/wqFk3pseTtc[/youtube]

Why does the CJ2+ not have a belted potty?

It was an option. Most were spaced with it.

The belted potty was an option.

This 2006 did not come with it. The 2008 we just sold has a belted lav and a side facing seat.

We had a quote from Cessna 4 years ago for $86k to install a belted lav in the 2006, insane, but even more insane the owner went to act on that last year and Textron came back at a "go away" price of $238k, and they are literally the only one the world to be able to install it. Needless to say we passed.

The market for the CJ2’s touching the low 3mil. mark makes sense, but the additional 1.5 mil. for the CJ2+ seems out of whack. That’s a big premium for the FADEC and better fuel burn.

I’d take the dual 750’s over the Collins FMS.
The premier had available the proline-21 synthetic vision add on from IS&S . . .something like that would make the CJ2 with GTN’s a reasonably nice cockpit for single pilot ops, but I don’t believe syn-vis is ever going to make it to the CJ line.

Didn’t the sierratrax guy have a one-off CJ2 with a Garmin/textron upgrade that never made it to the marketplace.? That would be a killer airplane.

I agree - I sold our 2008 CJ2+ with dual FMS's to a local client. I told him my dream setup would be adding a GTN 750 w/ GDL69A and FS510 to replace the backup (useless) FMS. The situational awareness from the 750 combined with the singular FMS and it's capabilities would be a sweet ride.

We manage a straight CJ that was converted to the G600TXI w/ 750s and GFC 600 AP, it's a joy to fly behind. Shame it's only certified for the CJ right now.

-The Citation Jet Exchange

We are very seriously entertaining taking our older classic CJ (sub s/n 100) and doing just this to help extend its life. Dual 600’s, 750’s, autopilot. The whole smash. Would love to get some detailed feedback on your experience with it in the CJ.

Thanks Corey for the detailed response. It’s nice to hear from someone flying behind the package.