hmmm I think it doesnt get that slow up high, at least as I recall it. I believe it's 200 in a tailwind condition and you subtract 5kts per 5,000ft. So that puts you at 170 at cruise, give or take?

The 560 series climb schedule calls for 250knots till .62mach, then maintain .62 till cruise. This works well unless its hot and heavy, then I will decrease to .60 if needed. It's been a while since I flew a 501, but I would imagine they would be maybe 40-50 knots below that?

You guys are right I was mixing up the max climb vs cruise climb. Both attached here for reference.

Thanks for posting. I use the cruise climb table but I start at 200KIAS, hold that until FL200, and then decrease per the chart.

I use the 200KIAS Cruise Climb table almost exclusively.



My plane will follow that table pretty well by itself with no pitch changes from me. Furthermore, I find that that setting the TO power at 93.9% N1 gives the same results...I don't have to touch the power levers until well into the 30's.

Thanks for sharing. I believe that is the anti-ice on chart, right?

Thanks for sharing. I believe that is the anti-ice on chart, right?

Nishaunt, what changes did you make?

How much adjustment was required relative to the last time they were done and when were they last done? OH? HSI? Engine installation?

What prompted you to look at the FCU's?

Hi John,

One of the engines had irregular fuel flows at higher altitudes. After troubleshooting we made the decision to remove and replace the FCU. During the rigging process we noticed that the left and right engines were rigged differently (relationship between the flow divider and FCU). We figured out that somebody had done that intentionally to account for an airframe discrepancy with the throttle cables. We fixed that airframe discrepancy which allowed us to complete the FCU rigging per the MM. With all of that completed, we adjusted idle speed on both engines and the acceleration schedule on one engine to the MM specs.

I noticed an obvious change in performance. I couldn't tell you if it was the FCU, the rigging, or both but thus far I'm happy with the results.

Thanks for the info.

Unfortunately, that's not uncommon to find. It's easier and cheaper to fix the symptom and not the problem. We recently changed a horribly stretched cable on a 550 and it had gotten to the point that the engine would occasionally shut down when pulled to flight idle.

Nothing like some surprise single engine practice.

That sounds like fun! In my case, there was enough adjustment in the aft compartment to compensate for the discrepancy.

Also, there’s a detent on the flow divider that the arm falls into at flight idle. Might be worth checking the tension on the bearing at that detent because the arm shouldn’t move past that towards cutoff too easily.

Finally found a sweetheart of a citation. Made a good deal.

Looking for ferry pilot to bring it from KHMP Speedway airport.

That’s serial number 3! To the best of my knowledge, serial number one is still flying. I owned serial number 11 which I bought from Kenneth Copeland ministries. Every single piece on that Airplane was brand new. I parted it out because somebody had decided to derivet the Eaglewing to fix some leaks and it just wasn’t worth the money to put it back together.

Maybe this is one for the Tarver Parts House.

I’ve flown 503CC more than once in the past. It was based in the LIT area once upon a time.


Robert T