Single-Pilot-Ops
 

Hi everyone,

I'm trying to gather as much information as possible about single-pilot-ops, particularly in Europe and the US, for an article in an aviation magazine.

Here are some questions that came to my mind:

- Is there a list of a/c that are approved for single-pilot-ops?
- Where can I find the regulations for crew certification and aircraft certification?
- As far as I understand, single-piloting is quite usual in the US whereas in Europe it is mainly seen as unsafe. Is that true? Where are the main differences?
- What are your experiences with single-pilot-ops?
- Any other ideas that I probably forgot?

Thanks for your help!

Hi, I work in single pilot operations across south Europe with a small single engine prop.

I know that in Italy you can't fly commercial in Single Pilot Operations, you must have a multi engine aircraft with 2 pilots.

You can fly privately with only 1 pilot.

For example, some small jets that can be fly by one pilot only are the cessna citation line: CJ1, CJ2, CJ3 and the new Citation Mustang (C510). I don't remember exactly if also the first Citation (C500-C501) can be fly with 1 pilot only (maybe 500 no, 501 yes).

You can also fly the King Air with 1 pilot.

How about the question regarding the safety:
Of course 2 pilots are better than 1 pilot only, you have to cope with every situation in flight: pilot incapacitation, bad weather, etc.
In Single Pilot ops you may encounter some trouble managing all this thing together.

This is my point of view, but I'm not a very experienced pilot, so I leave the words to the others :)

Common/popular single-pilot turbine business aircraft:

• Cessna Citation (501/551, 510 Mustang, 525/525A/525B/525C CJ series and 500/550/560 with a Single Pilot Waiver)

• King Air 90-350
• Beech Premier
• Eclipse 500
• Phenom 100 & 300
• TBM 700/850
• Pilatus PC12

I'm typed and insured for SP ops in our CJ2+ but we typically operate with a crew. That said, I've done SP flights before - both with me the only person upfront and "legally" with a professional, ATP-rated pilot in the right seat who in the eyes of the FAA is simply a passenger. Flying the CJ2+ is about as difficult as flying our Cirrus SR22 - its not difficult at all, at least when everything is going right.

I'd say that SP ops aren't necessarily less safe than crew ops...they're riskier. What I mean by that is in most turbine aircraft there isn't a single point of mechanical failure that could cause the loss of the aircraft...except the pilot, in the case of SP operations. Combine that with the relatively low cost of a copilot on these light/very light jets ($300-400USD/day or $35-45k/year) and it only makes sense IMO for a professionally flown airplane doing Part 91 industrial-aid type flying to be crewed because of the mitigation of risk. There's also a good argument for a second pilot to be a captain vs. a copilot, so that the first PIC can take sick time, vacation, etc. without grounding the airplane for a period of time.

For Part 91 owner-operators...they can do as they please.

OP: I have spent a career in single pilot ops...from small singles right up to flying under the single pilot waivers in the heavier, faster Citation 500s(Encore, Ultra, V, ect)

One good pilot is better then two mediocre ones. Certain pilots need 'help' to fly a plane...some don't. Some pilots are up against it as soon as they sit in the cockpit, some are really comfortable. I come from the school that when the engine goes out on take off, I don't want to explain, argue, discuss, debate, call and wait for a reply, fly through the flying right seater..

I'll just fix the problem....

Chief pilots hiring weak pilots, buddies, pals, kids, ect in order to control the pilots under them, will keep hammering the mantra that hiring the best 200 hour marsh mellows fresh out of flight school is safe...

It doesn't work....I think it's funny but at the higher levels, even airliners are being slated for single pilot ops......you only need one good pilot up there, not a bunch of kids and politicians...

Johns

The problem is we all think we are brilliant ;)

All you can go on is the stats which show a marked increase in accident rates for single pilot ops in jets.

The other point to consider is that the owners spend a fortune on two jet engines, back ups in case of a failure but some are happy to go without a backup for the solitary pilot.

I know of one pilot who flew single pilot all his life until insurance demanded a full crew. He blacked out over Europe not coming to until the co landed and medical attention arrived. That was food poisoning.

Pace

Pace...imagine my sitting in your boss's office and he's wondering why he is paying for a copilot, and my boss isn't....

Are you really going to come in and start telling him about all the Citations crashing left and right due to single pilot captains?

Generally, you will find many of the forementioned aircraft operating single pilot under the Part 135 operations of the FAA in America. In Europe, these seem aircraft tend to be operated with First Officers. For example, in the US you could charter a flight on a Beech KingAir 200 with 1 pilot. In Europe the company chartering the B200 would have a pilot and co-pilot operating the charter.

I think in the US the term "First Officer" is bit more applicable to the position, whereas "intern" is the correct term for a First Officer in the EU (this is how airline mgmnt views the FO)This was not always the case; however things have changed in the last couple of years.

Best of luck with your article.

Of course, a good pilot knows how to make use of whatever resource is in the right seat - be it none, a pax, a weak pilot or a real ace.
Anyone who thinks that they can't benefit from someone there is worse than mediocre, and therefore more dangerous than two mediocre pilots. :ugh:

There are many of us here who have (or rather had) Single Pilot Waivers for a variety of FAA types - especially the CE 500 series which would otherwise have required two crew. The fact is that while we may have gotten away with it a few years ago here in EU land, it aint the case any more - irrespective of whether we still fly an airplane on N reg. SPW's issued by the FAA aint worth diddly squat anymore outside of the Continental US. Period.

Holders of single pilot waivers, submit their flight hours to the manufacturer, who then submit that info to the FAA...as does the training facility sends completion or failure of single pilot training to the FAA.

According to the person who managed the single pilot waiver info as Cessna in Wichita, only about 500 or so pilots have ever had the SP waiver, and that goes back to the 80s..

So when you say 'many of us have had waivers of a variety of FAA types'....not only is 'many' a false statement but the CE500 series are the only jet where you can get the SP waiver.

Now since the FAA issues these waivers and is ICAO, just like most of the world.....while they don't issue waivers in Mexico or Canada, they can't tell me I can't fly single pilot...not if they want to be ICAO.

Now I have heard France, grounding Falcons that don't have typed SICs, but that's France.....something tells me, if I flew around Europe single pilot in a Citation...the UK, Germany, ect would respect my waiver....especially if they want our FAA guys to come over and inspect their airports, approach equipment, airspace, investigate accidents, and accept your pilots coming over here without proper sim training and types(Australians)...proper maintenance signed off by certified mechanics(everyone) and insurance from god knows who from your country....

johns7022
 

I resent your comments and I have to say that I operate on a FAA ATPL. There is nobody in my country that need, appreciate or wish for your "FAA guys to come over and inspect our airports, approach equipment, airspace, investigate accidents". We can manage quite well thank you, if it does become troublesome I will suggest EASA contact you for advice. In the meantime I can assure you that if you fly in another coutries airspace you will be subject to thier rules and jurisdiction, have you not heard of differences published by ICAO countries? Not only does France require type rated F/Os, so does all EASA land, and the FAA requires the same when operating outside the USA, wind your neck in and accept an uncomfatable truth, America does not rule the world, we all live here in harmony :) and repect each other.

Actually we do rule the world...and let me tell you why..

We have industrial capacity and we make money....that means we make things, and provide things, and while your over there more concerned about how to pay for your mistress and picking out a nice wine for dinner, we are trying to invent some things, cure cancer and generally get crap done....

To each his own, but it's pretty stupid to ground a plane, because you think an SIC needs a type, when nobody else thinks he does....

It's just attitude on your part, really....and honestly, I don't know where the angst comes from....you'd be speaking German right now if it wasn't for us.

Please ignore Johns7022
 

Please ignore Johns7022. He has been booted off other aviation forums for the same type of comments.

http://www.smileyvault.com/albums/si...-signs-048.gif

We have a major problem with illegal immigrants in the USA. Johns must be one of them.

Johns7022, (complete) words fail me........

ju*mp*d-up t*ss*r ?

Coffee, Captain?

I've just come over from another forum, where someone recognised that (alter) ego. Read thru' the comments & laughed out loud. Thanks for the chuckle on a quiet Saturday afternoon :ok:

Where's that smiley about fighting on the internet when you need it..... :D

interesting :rolleyes:

Thankfully, Johns7022 is not representative of American pilots.

Or Americans in general....

Kind of interesting how all these single poster, new members pop up to jump me......