Just my two cents, but considering what you are discussing, why not step up to a leased HondaJet?.. It seems to meet all of your mission requirements, including a lav.

NBAA IFR range 1200 nm.

Too short.

Mike C.

The props? ;>

Robert

Just musing, but what about a Cheyenne 400LS? Garretts so long TBOs. Fast for a TP + FL410 I think is their max altitude. They'd sip fuel at that altitude.

The TPE331-14 engines are a huge step up in costs versus the small block -10 engines. At least double engine reserve per hour, maybe triple. TBO is 3000 hours, so not so long compared to -10.

Expensive props.

Full fuel payloads one person (or even less, the only listed empty weight on controller com indicated 170 lbs full fuel).

I am quite sure you can operate a Citation for the cost of a 400LS.

Mike C.

The TPE331-14 engines are a huge step up in costs versus the small block -10 engines. At least double engine reserve per hour, maybe triple. TBO is 3000 hours, so not so long compared to -10.

Expensive props.

Full fuel payloads one person (or even less, the only listed empty weight on controller com indicated 170 lbs full fuel).

I am quite sure you can operate a Citation for the cost of a 400LS.

Mike C.

We pretty much flew the II in the low to mid 30s unless light and going far. To get up to the upper 30s, one would have to step climb if carrying much. The V would pretty much go straight up to FL370 to 380. We'd often step up to FL410 later and have flown at FL430. So, going west, the V would get you more capability to get above headwinds. Of course, with the Williams engines, different deal. That east to west trip will be difficult non-stop. Hope you find something.

Yeah, not considering the straight II. Too slow, too short.


The V is certified to FL450. Perhaps not many fly them there.

The manual says, at MGTOW and ISA, the V with anti ice off, has these climb times:

FL390: 22 min
FL410: 27 min
FL430: 37 min
FL450: 123 min (step)

Given you had to step to FL410 (which the manual indicates shouldn't be required even at ISA+10), it seems the V doesn't make book climb performance.


No option for Williams on V as far as I know.


Book numbers (ISA, 900 lbs reserve. MGTOW):

FL450, MCT, zero wind: 1700 nm
FL450, MCT, 100 knots headwind: 1280 nm

FL450, LRC, zero wind: 1900 nm
FL450, LRC, 100 knots headwind: 1480 nm

If you fly lower, range is lower.

Net result is that in zero wind or better, the V makes a 1650 nm trip non stop. Maybe in a slight headwind of 30 knots or less, FL450, LRC, it can do the trip non stop. This will be maybe 30% of the time?

So the V seems like a big airplane using a lot of fuel and not quite doing the job.

By comparison, the straight SII with JT15D-4B, has ranges (ISA, 800 lbs reserve, MGTOW):

FL430, MCT, zero wind: 1850 nm
FL430, MCT, 100 knots headwind: 1350 nm

FL430, LRC, zero wind: 2000 nm
FL430, LRC, 100 knots headwind: 1450 nm

For the 1650 nm trip, SII makes it non stop with 60 knots headwind, so maybe 60% of the time.

Of course, routing, temperatures, etc, can all change this.

Mike C.

I don't think he meant he had to step climb, he said he'd step up to 410 later... which makes sense. It's not that it won't do it, people transitioned RVSM airspace in them regularly in the early days of reduced separation.

The rate of climb in the V above FL350 in summer wasn't great. If I had a full plane (which was mostly fuel), I'd usually file to FL370 or 380 to begin and go higher, later. Remember, above FL400, one is supposed to be on a mask and the FLs go 2,000 foot increments. If not in busy areas, one could probably go straight up. Leaving the areas I fly out of is pretty busy airspace. Sometimes a slow climb would mean ATC would step us up.
Most planes I've flown don't do well at their max ceiling. They may get there, but performance is usually diminished. My C90 max ceiling is FL300, but above FL250 it doesn't do well enough to go that high unless necessary for weather or other extraordinary issues.

There are quite a number of YouTube videos of single pilot folks above 40 not with masks on. Would love to know what compliance rates are.

Mike - what is difference in full fuel payload between SIi and the V?

Also, are there any major maint differences?

Yes, and it's all good if nothing goes wrong. See Mark's post on the rapid decompression of a Sierra plane that came screaming down.

Dave,
Single pilot isn't the pilot suppose to be on oxygen above 350? I haven't heard of the 400 requirement.

Of course. I was flying with crew and we had the quick donning masks. My point, was at FL410 and above, mask on for someone. (Plane was crewed; copilot was screwed
Sorry, can't resist posting this pic again from a flight in the V
==============================
except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.