Because loss of pressurization at FL250 is a much more benign event then at FL450.

And a single pilot of a long range turbojet is not likely to enjoy flying with an O2 mask on for 6 hours when above FL350. To get the long range the turbojet will need to go high. Probably even higher then FL450.

If Cessna put autothrottles and a little apu on the baby it would be every owner pilot's dream. As it is I think it's got the phenom 300 beat by a hair.

CJ4 is probably worth the price delta for some of the nice big jet features such as an externally serviceable lav and single point refueling.

If Cessna put autothrottles and a little apu on the baby it would be every owner pilot's dream. As it is I think it's got the phenom 300 beat by a hair.

Because loss of pressurization at FL250 is a much more benign event then at FL450.

And a single pilot of a long range turbojet is not likely to enjoy flying with an O2 mask on for 6 hours when above FL350. To get the long range the turbojet will need to go high. Probably even higher then FL450.

What do you consider coast to coast?

I want to clarify that I have no problem with SP jets... I love the entire CJ line and the fact that they have carried SP into some very capable aircraft. My apologies for being wrong on the 6 mo check for SP waiver, did it use to be every 6 mo?

It is a "risk" factor to have a single pilot... no matter the aircraft. I like to eliminate risk factors.

I also avoid flying in any combination of bad weather, mountains or nighttime. Each is a risk factor... any one not a big deal... start combining them and bad things are more likely to happen.

It is true that in the event of an incapacitated pilot the risk factor applies to all aircraft... almost equally... it is also true that it is a rare occurrence... in fact the cases I can think of right off, most were two pilots and both were incapacitated. Payne Stewart's Learjet comes to mind.

Having said that the issue with jets is not pilot loss... it's work load. The work load of a 310 may be equal in normal operations, but things happen much faster in the jet, combine that with approaches that have to be loaded, minimums and speeds that have to be met... communication frequency necessity... crowded airports... weather... and the possibility of an emergency... all of the sudden being alone no longer sounds like a good idea.

Everyone benefits from a two pilot operation;

1) It is safer for the PIC... not just in life preservation but also in reducing the chances of a violation or incident. If you prang an airplane and the incident goes on your record... how much did that SIC cost you?

2) It is safer and comforting for the passengers. There's a lot of people who refuse to fly private... each family who is capable of buying but doesn't hurts everyone on this thread.

3) It is better for aviation, who on here built all of their time flying in the left seat? We are currently facing a pilot shortage, part of the reason is that as an industry we do not make it easy to join the club and build time / experience.

4) It's another pilot job, some guy is working, making a living, feeding his family (barely) and gaining the experience to replace the left seat guy one day.

5) It's better / safer for the airlines. The regional carries are getting crushed in a sandwich between the minimum hour requirements and available pilots. To have an opportunity for more pilots to build time is huge.

The reality is that if you can afford a $5 - $20M airplane... you CAN afford a SIC, it's the cheapest insurance you can buy.

We are currently working three acquisitions of jet aircraft and all three clients have specified that they will have a two pilot crew. One is a Beechjet (required), but the other two are a CJ1 / Premier and a Citation Ultra.

What do you consider coast to coast?

Not that I'm ready to fly a Lear... But the 35s seem shockingly cheap. Crazy performance for the price, who cares if you need a copilot. I can't stop browsing listings and researching them. This seems a little bit like the problem I had with window shopping turboprops, while the ink was still drying on my Baron title.

I'm trying to understand the logic. Other than operating at a higher altitude, I'm not getting it. The fact that the speed in any of the single pilot capable Citations is higher is easily resolved in times of stress by simply retarding the throttles. Slowing it down. Are you going to get quizzed by ATC? Maybe. Maybe not. I keep thinking about the 6 levers, 2 props, untold amt of governors, single engine ops and the fact that a turboprop can't get over the weather in the way a jet can. Smoother, quieter, not underpowered. I realize I'm in the minority on this, but I fail to see it.

Flame suit on!

Robert

I'm trying to understand the logic. Other than operating at a higher altitude, I'm not getting it. The fact that the speed in any of the single pilot capable Citations is higher is easily resolved in times of stress by simply retarding the throttles. Slowing it down. Are you going to get quizzed by ATC? Maybe. Maybe not. I keep thinking about the 6 levers, 2 props, untold amt of governors, single engine ops and the fact that a turboprop can't get over the weather in the way a jet can. Smoother, quieter, not underpowered. I realize I'm in the minority on this, but I fail to see it.

Flame suit on!

Robert

I'm trying to understand the logic. Other than operating at a higher altitude, I'm not getting it. The fact that the speed in any of the single pilot capable Citations is higher is easily resolved in times of stress by simply retarding the throttles. Slowing it down. Are you going to get quizzed by ATC? Maybe. Maybe not. I keep thinking about the 6 levers, 2 props, untold amt of governors, single engine ops and the fact that a turboprop can't get over the weather in the way a jet can. Smoother, quieter, not underpowered. I realize I'm in the minority on this, but I fail to see it.

Flame suit on!

Robert