Well IIRC the 650 is certified with a service ceiling of 51,000 - don't know how practical that is though.

Only time I've been in the cockpit that high is in a Gulfstream - couldn't notice any difference but it's not like anyone is touching anything other than the FMS and PTT

Something's wrong with your camera lens. That horizon is a little bent.

And we all know THAT can't possibly be true.

You can put one of these on your plane now.

I had all the seats out with some lead and a battery as far forward as possible. The airplane was light for sure. It was no where close to stall at .4 on the AOA indicating 220ish. Honestly, I was staring at the AOA mainly. It took forever to get there climbing at 300 FPM from 470 up. It didn't like it one bit being that high! Once again, ZERO reason to ever do this other than to say you did it once. I went straight back down to 430 after this!

Fun times!

Mike

Sang "I kissed a girl and I liked it"....definitely one of her better songs.

Mike-

missed it by 20 ft.

My max is a paltry 410 in a Hawker.

I once accompanied the Squadron Commander on a weather ship flight in the T-38. He was having a good ole time. The afterburner got plugged in at 350 and a zoom climb put us somewhere above 500 where he rolled inverted and pulled us back toward West Texas dirt.

I think my highest as a passenger/observer was FL 470 in a Citation X.

Highest as PIC was a lot lower, low 20's in a T210 I think.

Good for you, that's a lot higher than I care to be anymore.
I remember in FS school they said the only way the 650 could get up there is to be extremely light and to land with minimum fuel. No normal flying conditions would work.
I think I was up to 45 once or twice in the 650.

That's the ALT capture zone for SPZ500 autopilot, +/- 20 ft, so if you let it capture, you will end up 20 ft away from the target both going up or down.

I usually click off ALT, let it drift up to exactly the right altitude, and engage. ALT again. In smooth air, my plane will hold it within +/- 3 ft.

A digital AP would capture right at target.

Mike C.

Not likely since it’s 2000’ vertical separation above FL410. Along those lines I didn’t think FL500 was a useable cruise altitude, but I suppose ATC can give it to you if nobody else is around.

I would have thought the same, but I have seen a number of planes fly at even altitudes above FL410, such as FL420, FL440, etc. Apparently, it isn't normal, but it does occur.

Then you find weird stuff like this:

https://www.flightaware.com/live/flight ... Y/tracklog

It has been slowly climbing from about FL430 to nearly FL460 now.

Block altitude?

It sure doesn't look like the altitude hold is working on that one.

Mike C.

I would have thought the same, but I have seen a number of planes fly at even altitudes above FL410, such as FL420, FL440, etc. Apparently, it isn't normal, but it does occur.

Then you find weird stuff like this:

https://www.flightaware.com/live/flight ... Y/tracklog

It has been slowly climbing from about FL430 to nearly FL460 now.

Block altitude?

It sure doesn't look like the altitude hold is working on that one.

Mike C.

C750 engines are not little.

The nacelles are approximately as big around as my fuselage.

Mike C.

Not likely since it’s 2000’ vertical separation above FL410. Along those lines I didn’t think FL500 was a useable cruise altitude, but I suppose ATC can give it to you if nobody else is around.

C750 engines are not little.

The nacelles are approximately as big around as my fuselage.

Mike C.