In Paint, it will look like the blue picture, done in less than 2 months.
Interior excellent, new carpet and pilot's seats
Engines basically brand new except the data tag 3100 hours ago. Everything was replaced. Zero hours since hot sections and complete compressor/front end refurbishment. 1800 hours remaining. Beautiful engines.
Jet-Tech Garmin 750 panel, completely refurbished panel paint and all EL panels. Looks new.
Single Point Fuel
Very nice Glass and Boots
Recent Phase 1-5 inspections
Squawk Free
Excellent Records/Logs and maintenance pedigree
No known damage history
14,500 TT, Former netjet airplane so always professionally flown.
430kts, take-off to FL410 in 18 minutes light. It's a rocket. 10,000 FPM when solo/light.

$1.7 Million, it's a million less than a lower time bird and I really think that doesn't matter for these airliner quality machines.

Call or Text Mike at 863-899-1617

I don’t always overhaul the compressor when I do hots but these turned out really pretty.

Michael; whats the basic differences in the Encore vs the 501 or V?

The Encore has better pressurization, trailing link landing gear for more consistent landings, and little, bigger engines (Pratt and Whitney 535a).

The Encore+ has Collins Proline 21 Avionics, which are more than Primus 1000, but are easier to repair/ replace when time comes.

I am sure Tarver knows how to get Primus 1000 screens replaced or repaired though.

The Encore has better pressurization, trailing link landing gear for more consistent landings, and little, bigger engines (Pratt and Whitney 535a).

The Encore+ has Collins Proline 21 Avionics, which are more than Primus 1000, but are easier to repair/ replace when time comes.

I am sure Tarver knows how to get Primus 1000 screens replaced or repaired though.

There are several places to have the Primus DU870 screens repaired or overhauled. I have had 2 done in 11 years in the Ultra. Common failures are HVPS and CRT. As these screens are used in GA airplanes and regional airlines there is a demand for this service. The replacement LCD screens look great from the pics (I haven’t seen one in the wild), but the pricing is breathtaking.

Robert T

The ultra is the first in line to get fully de-Honeywelled by Garmin

That sounds good.


R Tanner

Know youre a Citation guy but its a shame they can't do that with the LJ31A. Junk avionics= junk airplane

I just bought a XLS with G5000 retrofit. Talk about simplicity.


Robert T

Are are the performance differences between this and a V? And the blades still crazy expensive?

Could this operate out of KSBS with 2-3 passengers and say 2,000lbs of fuel? (4,500ft @ 6,800 elevation).

We have the same panel but an early SN, no single point. Our BOW is 9700 with 2 pilots which I believe is quite low. I do not have the books at home to check the ODP climb requirements but below are the runway numbers.

Ultra is 3045 lbf versus 2900 lbf for the V per engine. While a small increase, it helps.

This is most noticeable at high altitude where the Ultra can go to FL450 at gross without a step climb (at least, per the book) and the V needs a step climb. Despite having the bigger engine, the Ultra range is about the same as the V due to getting to FL450 directly. It burned more fuel in the climb, but then gets there sooner to burn less in cruise. It effectively cancels, or nearly so.

The Ultra has a 16,300 lbs MGTOW, the V is 15,900 lbs, but Ultras weigh more by almost that difference, and this is particularly true if the V has been Garminized like mine. When/if the Ultra gets an STC package, you can expect to drop 400-500 lbs taking out the Primus 1000. I lost 380 lbs. You may have a tail heavy airplane, like I do, but that is manageable.

Otherwise, the Ultra and V are basically the same airplane. There are minor variations by SN related to interior, factory switch to R134a at some point in the Ultra run, etc.

Garmin is saying 2026 for the STC, which if we apply the standard aviation correction factor, means late 2027 or early 2028. They are going to buy an Ultra (looking now, so Ultra buyers are competing with them) and reportedly have not done so yet.


I presume you mean the 71 HT blades per engine. Yes, new ones are crazy expensive, like $6K each. They don't seem to last as long as the HT blades in the prior engines, either.

There was some sort of blade regrowth/rework process that perhaps makes that less of an issue by saving your existing blades, but it isn't yet clear if that's working well or not.


Max weights for takeoff, at 7000 MSL, 4800 ft runway, level, paved, no wind, flaps 15:

+13 C: 16,300 lbs (MGTOW)
+15 C: 16,200 lbs
+20 C: 15,700 lbs
+25 C: 15,250 lbs
+30 C: 14,800 lbs

Figure average Ultra empty weight is 9700 lbs so the rest is fuel and payload. On a 25 C day, you have 5,550 lbs to split between fuel and payload.

The above figures are with engine failure at V1, accelerate and liftoff, and reaching 35 ft AGL by end of the runway. With no failure, you will use a lot less runway than the book figures and even with an engine failure, about 1000 ft of runway is overflown in the air.

The above does not take into consideration climb performance with an engine out, so that may be further limiting.

Landing is no problem, at max landing weight of 15,200 lbs, 7000 MSL, no wind, it uses 3860 ft at 37 C (largest temp in the book at that altitude) and uses less runway as it gets colder.

I've attached the Ultra flight planning guide.

Mike C.

Thank gawd for CAE Flight Handbooks.


Robert T

Almost done

It won’t let me add the photo it’s stunning