The FAA recently removed the ability of operators of legacy Citation 500s and 550/560s to operate under a Single Pilot Exemption (SPE) for aircraft that were not Type Certified (TC’d) at the factory to be flown single-pilot. Not to get into the weeds on disputing this action, but it has left a significant number of operators with a requirement to fly with a co-pilot (SIC) to remain compliant with the FARs. This action has also left operators scrambling to find suitable SIC’s – more so ones that would be approved by their insurance carrier (underwriter) to function in the SIC capacity and not compromise the operators’ insurance coverage. Insurance and FARs are two completely separate streets, but both (FARs and insurance policy requirements) must be followed strictly to avoid coverage issues or potential FAR violations.
Depending on the insurer, there can be a variance in minimums the insurers wish to see for an SIC. Some insurers have been willing to accept any pilot ‘approved by the PIC’ who meets the requirements of part 61.55. So in these cases there would be no minimum hourly requirements, just that the pilot is properly category and class rated (Commercial pilot (if flying for hire), MEL rated and as noted meeting the requirements of 61.55). Other insurers might require a minimum number of total flight hours, a multi-engine rating, minimum multi-engine hours, and potentially a more formal training requirement outside of FAR 61.55. If you own and/or operate the affected legacy Citations previously operated under an SPE, you should speak with your insurance broker/underwriter to develop a plan for SIC approval. As noted, results may differ depending on the limits carried and the policy’s insurance carrier.
It’s very important to get in front of this issue with your insurance policy if you are an impacted operator, as it may require you to pivot your insurance contract if your insurer is somewhat unreasonable about what they are offering, given that these are legacy jets in some cases almost 50 years old – where limited or nil simulators exist in today’s training landscape – and the SIC flying under 61.55 may make the most sense (in receiving the proper training ‘in airplane’).