You're wrong. That's all there is to it. You posted a CJ3 flying PDK to TEB which is what I fly and he flew the exact same route and altitude as a Pilatus. You proved yourself wrong with your own post.

That sucks, i had no idea they kept you so low on that route. Fl to nyc you can usually get up high flying the coast but the atlanta route sounds terrible. I would stab myself if stuck at 210 and consider a different mode of transport, maybe the MARTA goes us up there?

Same for the route Ottawa - Toronto that I fly regularly. I tried different route trying to get higher and my best route is FL200 or 220. The TBM or PC12 is not bad at those altitudes especially going west in the winter with strong headwinds higher.

By the way, the TBM is certified to FL310 max ceiling. A lot of pilot are asking Socata for a higher certified ceiling but it wont happen in a SETP.

And what are we missing with the Cirrus Jet? Do you think the avionics package will not be RVSM certified or not be easily certifiable? Cirrus is using an off the shelf Garmin package that is already RVSM certified in multiple applications. What's the big deal? Somewhere inside the Garmin Aera 796 compile package is all the code needed for RVSM certification. It's simply turned off by compiler directive. Cirrus will be using a G1000 package, already RVSM certified in multiple airframes, including a KA350.

A redundant source of pressurization to meet the pressurization certification rules requirements.

A redundant source of pressurization to meet the pressurization certification rules requirements.

So how do you predict they will meet the requirement?

So how do you predict they will meet the requirement?

A turbo prop derives almost all it's thrust from the prop, a turbofan relies on traditional jet thrust in addition to fan thrust.
If you design a turbofan for low altitude you end up with a turboprop!

Or more likely a ducted fan driven by a turboshaft engine.

How do you read 23.841? What do you predict they will use for compliance?

23.841(a) If certification for operation above 25,000 feet is requested, the airplane must be able to maintain a cabin pressure altitude of not more than 15,000 feet, in the event of any probable failure condition in the pressurization system. During decompression, the cabin altitude may not exceed 15,000 feet for more than 10 seconds and 25,000 feet for any duration.

How do you read 23.841? What do you predict they will use for compliance?

23.841(a) If certification for operation above 25,000 feet is requested, the airplane must be able to maintain a cabin pressure altitude of not more than 15,000 feet, in the event of any probable failure condition in the pressurization system. During decompression, the cabin altitude may not exceed 15,000 feet for more than 10 seconds and 25,000 feet for any duration.

I don't think a window is part of the pressurization system. If it was then the wing, tail, fuselage, door would also be part of pressurization. You certainly need those components to have a pressurized airplane but you also need fuel and oil!

You're wrong. That's all there is to it. You posted a CJ3 flying PDK to TEB which is what I fly and he flew the exact same route and altitude as a Pilatus. You proved yourself wrong with your own post.

Everything will happen much faster. An SR22T pilot has to learn to think as those speeds.

If you depart a major metro area and you get at 10,000 ft, you are going 200 knots, climbing 2500 FPM, 20 nm from the airport, had 3 altitude assignments, had 4 frequencies, had 3 or 4 vectors, maybe had a reroute thrown in for good measure.

All in the first 5 minutes after liftoff. That's the busiest time for me in my MU2, by contrast an ILS to mins is serene.

Now add night, weather, schedule, etc. Whether that pilot has 1 or 2 engines is insignificant to his workload. Fail a generator and the SEJ pilot workload just shot up while the TEJ pilot has a minor nuisance.

Also, most SR22T pilots don't fly in the flight levels all that often. With the SF50, it will be almost every flight. It isn't that hard, but it far less tolerant than a piston fixed gear single for mistakes.

If SR22 pilots are the target audience, then the SF50 will likely be their first turbine, first jet, first retract, first pressurized, first air conditioned, first known ice, first flight level airplane. That's a lot to take in at once so I expect some tough love during their initial course and a hefty mentoring period, probably 50 hours or more. Some of those jet egos are going to get bruised.

Cessna doesn't think 182 pilots are ready for a Mustang.

Jets demand a type rating for a reason.

Mike C.