Thanks guys. A lot of memory items; systems and annunciators to know. Only three red lights, but a dual generator failure can also bring a red up. Five valves fail to the open position (like bleed air) one needs to understand. Great gear down speed of 250 and up at 200. No limit on speed brakes. In my KA, I frequently have to raise the nose to get down to gear speed if coming down smartly on a visual. Seems really simple to fly if nothing goes wrong Seems like it could be a lot to handle if in bad weather and something does go wrong.

Is the V single pilot? Oh and great on the accomplishment.

Can be. Need the waiver. Not as many of them flown that way from what I understand. Seems the more capable and more capacity, the more crewed. I would think one would also have to fly a lot for numbers to work. And if one is that busy, would they want to arrive tired/stressed out after what could be a long, challenging flight. I know when I fly family, I'm pretty tired once I get there. 'Course, they've been sleeping in back and are rar'in to go!

How far can you go in an Ultra with lets say 5 on board ?

This is a very good website thanks for sharing it Bill!

Dave, you are correct, the later planes all had a boom mic, a transponder ident on the yoke and an autopilot w/alt sel mode. Gear has always been on the left on the Citation. Any II can become single pilot, but it has to have the 4050 exemption, which means the above to the plane and specifies the pilot training (single pilot training every 12 months). This training is not just the 61.58 that is required by the FAA, but the "single pilot"
training that is required by the exemption. This does not make it into a IISP, but a II with an "exemption".

This is the reason that the IIsp is worth more than a II. They are really the same plane, but the IIsp is a FAR 23 plane that, in the past, didn't require a 61.58, just a bfr like we are all familiar with. You can get your type in a II (550), never do any single pilot training and go fly a IIsp the next day (insurance will require 12 month training, but not "single pilot" training.

If you get a II, then the 4050 exemption will keep you going to single pilot training every 12 months to keep flying under the exemption single pilot. This is really the only difference between the planes and with the 61.58 being required now on the FAR 23 birds, the costs should be getting closer than in the past. This stuff is confusing to examiners and pilots alike. Bottom line, the II is a FAR 25 bird, the IISP, a FAR 23 bird, thus the different requirements for training. They fly exactly the same.

Probably just confused some, but thought I'd throw it out there.[/quote]


That is a good explanation:
Me?
a former examiner on the Citations for the single pilot LOA and type rides, also Flacon 2000, Falcon 20.

I understand it, but it's taken awhile to do so. Each FSDO seems to approach this a bit differently if it isn't confusing enough already In addition, there are different programs that are approved. Some can be used overseas.

The II is a better fit for my mission than the SP. Can't put much in the SP with full fuel. As a matter for fact, some owners don't top the SP to begin. If flying alone with full fuel, one would need to add ballast up front. The one I flew started with 4,000 pounds and took off 200 for each passenger.

The II with a gross weight increase (which is what I'd like) can carry full fuel and six folks with stuff. Most of the time, I won't require full fuel, but I'd like to fly some missions that are over 900 miles which leads me to wanting that capability. One family trips, it's not just weight, it's room. The C90 is running out of it.

Best,

Dave

Up to Madison Wisconsin and back yesterday. Returned at FL430 Pretty neat to see airliners with contrails below us at 8 and 9,000 feet lower. Climb was pretty slow for the last couple thousand feet, but it didn't matter much once above FL410. Trued out about 380 up there. Very quiet and smooth.

Very cool Dave!

So how did the jet compare in time and fuel to the C90? Looks like just a touch over 2 hrs each way, pretty cool considering thats half the time it would take in the baron!

It's a beautiful thing, isn't it Dave?

Yes, completely different flying. I'll have to add up the fuel bills and check but around 2,300 pounds each way.

Well done Dave!
What a great picture to look at, you are going to start to get hooked on it I think.

Dave what happens to the wind up that high, say as a rule? Do they taper off some?

Ultra

Robert Tanner

It's my understanding that one can get some relief from strong headwinds by going higher, but I really didn't check closely before this flight. We normally get a bit of a push going to Madison from Dallas and a quartering headwind returning. On this trip we had just a small tailwind returning up that high, but I'm so overloaded learning systems, limitation, annunciators and where everything is on this plane, I didn't check as closely as I otherwise might have. It wasn't significant on the flight. I will be heading east over Christmas and returning west. That would be a more significant route if there are strong Jet Stream winds. Will be doing my air work training next week in anticipation of check ride; so, more to report about handling then. This was just an up and down trip to get family and bring them back learning all I could with an instructor from the trip. Returning trip is Sunday.