SP is less about how well you can fly and more about how well you can type

Lot of truth to that. Buttonology is important. Having current avionics helps. You get confused pushing buttons and turning knobs it will not be pleasent.

I fly to TEB all the time and all I hear on the radio is "Citation XYZ, descend to 13K' and slow to 250 knots". We're all in a line going to Teterboro. We're all low too.

. Plan accordingly for fuel. If your fuel reserve is say 1,000 lbs for "typical" airports add 500lbs more for NE corridor airports.

CJP has that for Citations. Ground and in aircraft training for companions has been given at the CJP Annual Meetings for the last 4 years. Over 150 companions have gone through it. My wife has done it and now she does her own companion recurrrent training when I do my annual 61.58 sim training.

Many times. I damned near lived there. Power management is much more critical in a jet. It's not hard when you have the experience. Prop planes respond much easier to profile changes. You can't just count the knobs, levers and buttons to decide what is easier to fly.

Many times. I damned near lived there. Power management is much more critical in a jet. It's not hard when you have the experience. Prop planes respond much easier to profile changes. You can't just count the knobs, levers and buttons to decide what is easier to fly.

Experience.

Good. Maybe I'll get some.

CJP has that for Citations. Ground and in aircraft training for companions has been given at the CJP Annual Meetings for the last 4 years. Over 150 companions have gone through it. My wife has done it and now she does her own companion recurrrent training when I do my annual 61.58 sim training.

Experience.

I fly a Legacy 600 and could fly it single pilot no problem. Even in most of the emergencies that you could think of. Sure having two pilots up there makes life alot easier, but its not like its impossible to fly big jets single pilot.

Finally!! Someone admits it!

Thank you sir.

Jason

CJP has that for Citations. Ground and in aircraft training for companions has been given at the CJP Annual Meetings for the last 4 years. Over 150 companions have gone through it. My wife has done it and now she does her own companion recurrrent training when I do my annual 61.58 sim training.

When you loft 40 million dollars and 40 thousand pounds of jet-a into the sky (about an average Gulfstream day), a guy in the right seat is the least of your financial and logistical worries.
Plus those guys all train to work as a team and a captain who is expecting certain things done and transferred to his FMS would experience a panic attack if the right seat were suddenly empty Even if that same captain is occupying the right seat on the return leg. Just a mindset thing. (a little humor here, I know there is training for single pilot emergency scenarios and that these guys can handle it solo...i'm talking about the day to day grind)

Add to that the fact that it would be damn hard if not impossible to do certain normal things in a Gulfstream single pilot on a routine basis. There's various movements and checks that fill up your hands and attention. All could be overcome with new procedures and training of course. But as-is some of these larger jets just take two from a human factors and procedures perspective.

Now taking up an owner flown Lear and having to find a dude to warm the right seat is a whole other deal. That's a PITA, and often a showstopper.

If for no other reason small to medium jets need to be single pilot capable these days just for operational flexibility (repositioning, flying to/from a maintenance facility, dead head legs, etc.).
Now there I've done it....wrote a post so long nobody will read it