Will be interesting to see performance and cost figures for 560XL.
MM

No doubt..... But who are they bothering to build it for then? Also, they have the XLS which seems like a direct competitor in the 2 pilot market so what difference does it make?

I have no expertise in Single Pilot certification criteria, but having just earned a single pilot type rating on the C525s, some of the things that made that airplane single pilot certifiable lie in the chapter is was certified under. Part 23 vs Part 25. I don't believe, and I could be dead wrong, but I don't think there has been a Part 25 certified single pilot jet or turbo-prop aircraft certified under Part 25.

In addition, some of the needs for single pilot certification are that all systems and controls needed for normal, abnormal, and emergency operation be within reach and easily manipulated from the "pilots seat" by the pilot. Things such as all flight controls, emergency gear extension equipment, pressurization, emergency pressurization, and emergency electrical panels and CB's etc. Plus, the pilot must have boom mic, and a functional Autopilot, all just to make the airplane approved for single pilot operation.

For some legacy airplanes such as the Beechjet/Hawker400 yada yada, re-engineering the electrical system alone may be too cost prohibitive to try to certify for single pilot capability.

just my opinion.

And pardon for saying the unsayable - isn't the FJ44 getting a little long in the tooth now? Especially when you can only overhaul it at the factory? Fanjets have seen tremendous development in last 20 years, surely there must be newer and better offerings in this segment?

Both Nextant and this offering from Textron seem like a complete re-engineering of the whole plane anyways. Move the gear handle and whatever else and re-certify it SP. Doing this would give you a huge market. Not doing it makes me think absolutely nobody would care about buying this airplane.

The only CS25 plane which has been, to my knowledge, certified as single pilot is the Dassault Falcon 10.
It was done after the initial certification, and Gerd knows more about it, but it seems it was only possible with a french licence.

Paging Herr Gerd!

There are several variants of the FJ44 that have had improvements over the years. The PC24 has the latest improvement the FJ44-4a (the "a" has quite power mode a low idle setting that works like an APU but doesn't burn much fuel).

I can understand their approach to only overhaul at the factory. Overall that should produce a better product through better quality control. All works fine if you have a company with a long term approach that won't take advantage of their customers. I'd like to think Williams has a better chance of pulling this off than others since they are a private company.

But that's impossible to do with no competition. What happens if someone builds a better fanjet? If sales go down and company suffers financially? The users cost will go up, as sure as I'm sitting here.

Does this refit have value in today's market vs. a $3.5 CJ3? When CJ2's were $5m and a Stallion was $2.5, there was potential value. With the depreciation in later model equipment, it's a different game.

That is the question I asked earlier, as I fail to see the upside vs the depreciated factory SP CJ lineup.

The Beechjet has a bigger, nicer cabin than the CJ line. But since it's not SP it doesn't matter.

Agreed, as long as CJ's keep dropping the less sense this modded Beechjet makes.

That is the question I asked earlier, as I fail to see the upside vs the depreciated factory SP CJ lineup.

But that's impossible to do with no competition. What happens if someone builds a better fanjet? If sales go down and company suffers financially? The users cost will go up, as sure as I'm sitting here.

If you own the plane already, and have been maintaining it, a retro fit may make more sense then purchase new.
In addition, some companies need a tax expense more then a depreciation.
So depending on cash flow, tax position and a few other factors this can make sense.

Tim

From what I've been told the fuel delivery system on the Williams engines was licensed to Honda/GE for the engine developed for the Hondajet. Apparently the slingertube method of fuel delivery is the ticket vs fuel nozzles? I guess this says something about the Williams engines and how long in the tooth they are?