That implies a cruise speed of ~450 knots, which implies swept wing and trading speed for range. The few SP planes that can do that speed are short range (for example, Premier).

Currently, the average headwind KTEB to KVNY is 70 knots at FL430. A 400 knot jet would take 7.2 hours and need still air range of 2800 nm with reserves. Winds are often much worse than this in the winter months.

The technical challenges in building a 3000 nm SP jet and the lack of market demand mean it doesn't exist and I doubt it ever will.

Mike C.

I sure as wouldn't want to sit in the tiny CJ2 seat for that long! I hope the PC-24 is much bigger! It is tough as to get in and out of so I wouldn't want to do that in flight either.

I think that the longer the leg, the bigger the cabin needs to be. CJ is smaller than the KA, most of my pax say the KA was more comfortable and this helped make up for being slower. 7 hours in cruise is boring as hell - I'd want to take a nap!

SJ30 2500 nm range at 436KTAS (includes reserve)

TEB->VNY 2134 nm

Based on my calcs it can do this fligh with any headwind < 75knots.

Current head wind FL 48 seems to have a maximum midflight at about 70kn.

So given that airplane it looks like one could do TEB->VNY today, .

Since the SJ30 has a max gross of 14500, and the SP limit is 19000, it seems that such an aircraft could be built.

AS far as the SP jet with the longest range... its not the SJ30 its the Global flyer 22,390 nm. It has a gross weight of 22100, an empty weight of 3700 lbs.. so it may not be economically viable, but its possible to have a SP jet with 3000nm range.

The just go buy an XLS.... the jet you desire already exists.

Sorry, I thought it could.

Not as boring as flying commercial.

I like long, boring flights. There really isn't a good alternative. I'd rather be bored than in a cattle car.

Not as boring as flying commercial.

I like long, boring flights. There really isn't a good alternative. I'd rather be bored than in a cattle car.

Even being alone I love it. It's the best feeling landing at ABQ for gas on my way out West. No people. No TSA. Surrounded by mountains. The whole reason I started taking flying lessons in 2007 was to quit flying commercial. It's the best decision I ever made.

A stop in kansas isn’t the end of the world. but making hawaii would be slick.

Even being alone I love it. It's the best feeling landing at ABQ for gas on my way out West. No people. No TSA. Surrounded by mountains. The whole reason I started taking flying lessons in 2007 was to quit flying commercial. It's the best decision I ever made.

It would add a new complexity to flight planning that most owner operators aren't familiar with, single engine drift downs, decompression alternates, Position reports, EOW nav etc.. But doable I think.

The Speed of CJ's out on the NATS could be a problem though

Indeed way too complex for the owner of the airplane to ever possibly understand.

Indeed way too complex for the owner of the airplane to ever possibly understand.

>It would add a new complexity to flight planning that most owner operators aren't familiar with, single engine drift downs, decompression alternates, Position reports, EOW nav etc.. But doable I think.

Position reports/HF Radio is a need to learn skill....
Everything else on your list is basically software....

Now given that SP part 91, ETOPS is not required... prudent, but not required....

People fly single engine turbines over water beyond gliding distance to land all the time....
A modern twin turbine is reliable enough that for part 91 just taking the risk and including a raft would not seem less prudent than say a PC12 from KeyWest to Cancun....

It would add a new complexity to flight planning that most owner operators aren't familiar with, single engine drift downs, decompression alternates, Position reports, EOW nav etc.. But doable I think.

The Speed of CJ's out on the NATS could be a problem though