I would really prefer a SP airplane. Helps with logistics, useful load, scheduling.

I would really prefer an airplane where I can hire a safe and reliable day pilot and have it flown on a mission without me. My company has growing needs for more of my people and their equipment to get to places where I don't necessarily need to come.

Economically, a 441 is the best fit as it has the range, low operating costs, large number of seats, and is single pilot in all respects. But finding day pilots is not that easy, it is noisier, slower, and more tiring from lesser pressurization.

That is why I'm looking at Citations. I perceive that finding day pilots is easier for it than a 441. The speed, noise, and pressurization improvements are beneficial. Jets are simply safer than turboprops, too.

I don't find anything particularly more work to fly a Citation than a 441. There are about equal numbers of things more complex on the 441 as there are on the Citation. Engines are simpler on the Citation, for example. So I am not too concerned about the Citation overloading a qualified single pilot.

Mike C.

looks pretty sweet Marc
400 knots must be fun

Thanks. It is a great way to travel.

The Citation V is one of my top choices for exactly what Marc did. You can put G600 and dual GTN's and have leading edge features without the expense/risk/transition of the Collins stuff. Anything newer (ultra, encore) and you can't tear out the Collins stuff.

Great range, load and speed. Burns more fuel but costs less to buy. Requires SP exemption.

I not a big fan of the 550 series cockpits. Never sat in a V but the II was a little tight for me and the ventilation wasn't great. But I'm spoiled from the KA.....

A jet isn't tough to fly, the type rating took longer than needed but doing it wasn't all that tough. Switching to different Avionics is my challenge, if you aren't good at them, being good at everything else doesn't help.

I'm curious what cost will be compared to the KA?

Yes, we are entering a phase where very new planes are fine, and very old ones are too, but the in between ones are hell to upgrade to ADS-B and modern stuff.

Those old planes delivered with steam are mighty nice now!


Dimensions wise, the II and V are the same cockpit. Maybe the V has some improvements here and there, but the overall look and feel is the same.

Mike C.

Is that a typical split in the ITT? How do you find the N1 computer?

Nice panel.

Andrew

The cockpit is pretty much the same size as the 550 but the V has better slightly better air distribution. Freon air is a big help.

Let me know what costs you are looking for and I'll try to help.

Is that a typical split in the ITT? How do you find the N1 computer?

Nice panel.

Andrew

Marc, with your Garmin setup do you loose all the mechanical gyros or do you have to keep them for the autopilot? I assume you still need the inverters?

Is that a typical split in the ITT? How do you find the N1 computer?

Nice panel.

Andrew

Allen, that's a good idea I'll talk to my maintenance guys about it. Thanks

Erwin, all the mechanical gyros are removed and replaced with the G600. Yes, it still uses AC power for the autopilot. It also still uses the Sperry altitude preselect.

The 560 isn't that much different from an S550. Slightly stretched, has conventional deice, and stronger engines, but otherwise it is pretty much the same plane.

The 560 range is reduced from the S550 by quite a bit. Thirstier engines with heavier airframe. The 560 won't make west coast non stop in relatively common headwinds. The S550 JT15D will make it non stop far more often. The S550 FJ44 will do it nearly all the time.


I've noticed a tendency for brokers to label planes as throw away or passe, when they want clients to buy something more expensive.

I think the S550 with JT15D-4B is a viable airplane. The S550 with FJ44 is better performance than all 525 except the CJ4.

Mike C.

I think you are dead on there. I know I could scare up 3-4 560 types at my home drome without trying too hard. Not as ubiquitous as BE20 drivers, but I would say next in line. Might be more scarce to find guys flying the 500, etc...

The 500 and 560 are the same type rating, CE500. And they can be on the same SPE for single pilot ops.

With some minor differences training, a 560 pilot can be flying an S550, or 550, quite easily.

Mike C.