Almost correct.

The 500, 510, 550, 551 S550, 560 have type rating CE-500.

The 560XL has type rating CE-560XL.

Cessna's attempt to make the 560XL "just another 560" failed. So we didn't get the SPE coverage, or the type rating coverage, they wanted. The net result is a lot of model confusion (which got you, too) and that causes some problems for 560 owners like myself when I get charged fees based on the 560XL and not the 560 and have to argue about it.

Mike C.

Almost correct.

The 500, 510, 550, 551 S550, 560 have type rating CE-500.

The 560XL has type rating CE-560XL.

thanks guys.

great info.

FAA philosophy that the more erect a human can be in the cabin, the more you need two pilots.

On a more serious note, you have to be able to reach all the controls from the left seat and the wider airplane could make that difficult for things like the right side breaker panel.

It may also have to do with left seat visibility of the right wing tip.

None of this explains why a BeechJet can't be single pilot, though.

Mike C.

One of the Cessna sales reps had told me why the XL failed to get SPE and I can't specifically remember what it was, but it had to do with cockpit reach.

also


I think the 510 should be 501.

Chip-

Hey Chase, a few things to consider as a buyer in the current 501 market:
1) Valuations - to find what you're looking for, plan on spending $500k-$725k depending on how much engine time is left, the level of avionics upgrades, and cosmetics.

1a) If you're financing, get with a lender NOW and confirm they're ok with this "vintage" of aircraft that won't be on engine programs.

2) Engines - are you open to engines past TBO with recent fresh hots? That will give you more options. For the most part, as long as the major LLPS (life limited parts) like the Blades, Impellers, HT Disks, Isolator Mounts, have life in them, you're fine.

2a) For extra peace of mind, you can go with an Engine extension program like SkyWay MRO or Sky Aviation Holdings that give you AAIP (alternative airframe inspection programs?) on how to take care of the engines when you go past manufacturer's recommended OH. These programs range from $40kish plus hot sections up to $250k including hot sections.

2b) Watch out for the "recent" Impeller Airworthiness Directive that says you have to inspect the Impeller at your next hot section inspection. If the impellers show signs of cracks you have to replace them which can be $75k+ per engine.

3) Major inspections = Phase 1-4 (as a whole, about $10k-$15k every two years BASE rate) and Phase 5 (about $15k-$20k every three years BASE rate)

3a) Low Utilization Programs - some birds are on BACON or LUMP or other low utilization programs that spread out the Phase inspections. The problem is, to transfer them, it'll cost around $15k, OR if you remove the program, you may need to do a Phase 1-5 inspection immediately if the last Phase 1-5 inspections were done more than the usual calendar time window.

Hope this helps!

Here are a few older videos that may help too:
https://youtu.be/0fsFaIbvBuw?si=AKFuuH9FhZXQUdRq
https://youtu.be/wtWQPo0oy0o?si=8JFm3L1dwMMVGunx

That's a really salient comment.

Currently discussing this with a friend that requires financing and the lender wants engine programs. At that point you might as well get a Williams powered 501 and at least get the fuel savings, range, 430 ceiling, etc.

Hi Tom,

Sorry for the delay - summer travel has kept me away from the boards....

Max performance buys you nothing in a stock 501 (math to follow below).

I always use the IAS cruise climb chart that came with my CAE abbreviated checklist except that I start at 200 KIAS and hold that until FL250 and then follow the chart:


Cruise climb Time/Fuel/Distance:
10,500 T/O weight to FL370: 29 mins, 591lbs, 139nm

Max climb Time/Fuel/Distance:
10,500 T/O weight to FL370: 20 mins, 440lbs, 69nm
Then add the 9 mins at FL370 at MCT: 124lbs, 52nm

So after 29 mins at max climb you have burned 564lbs and gone 121nm - 18 miles short of the cruise climb. To go that 18 miles you will burn another 41lbs which means that max climb actually uses MORE fuel (605 for max climb vs 591 for cruise climb).