The US Federal Aviation Administration (FAA) has announced plans to withdraw exemptions allowing certain older Cessna Citation business jets to be flown without a second pilot. As reported by AeroTime, the decision follows findings of irregularities in pilot training and proficiency checks, along with an accident analysis that led the regulator to conclude that continuing the practice was no longer justified.

The change affects certain Citation aircraft originally certified for two pilots but permitted to operate with a single pilot in the United States under special exemptions. Affected models include the Citation and Citation I, Citation II, S/II, V, Ultra, Bravo, Encore and Encore+, as well as the military T-47A variant. According to figures cited by AeroTime, approximately 1,250 US-registered aircraft are covered by the policy.

The decision does not remove single-pilot privileges across the entire Citation family. The Mustang and CJ-series aircraft retain their certification basis for such operations, while the 501 and 551 variants may be flown by one pilot when they meet the equipment requirements specified in their approved aircraft flight manuals. The key distinction is between an aircraft whose certification permits single-pilot operation and one allowed to operate that way through a subsequent regulatory exemption.

In European commercial air transport, single-pilot jet operations are already considerably more restricted. Under ORO.FC.200(c) of Regulation (EU) No 965/2012, commercial jet operations under instrument flight rules (IFR) or at night require at least two pilots. This applies even when the aircraft type itself is certified for single-pilot operation. Consequently, a light business jet’s single-pilot certification does not allow a European operator to conduct a commercial IFR flight without a co-pilot.

However, the two-pilot requirement should not be extended to every aircraft operated under an air operator certificate (AOC). The same provision covers turboprop aircraft with a maximum operational passenger seating configuration of more than nine, while allowing other aircraft to be operated by a single pilot subject to the additional requirements of ORO.FC.202. These include specific training, checking and pilot experience requirements. European regulations therefore distinguish between an aircraft’s certification capabilities and the requirements of the particular commercial operation.

The US exemption system for older Citations has been in place for more than four decades, with the first exemption granted to Cessna in 1984. Exemptions were subsequently issued to training providers, enabling pilots who completed the prescribed training and checks to obtain privileges to fly aircraft that would otherwise require two pilots.

According to AeroTime, a review of 14 exemption holders operating under Part 61 resulted in 13 having their exemptions rescinded or their extension applications denied. Reasons included noncompliance with exemption conditions and failure to provide requested information. Identified irregularities included incomplete documentation, unauthorized use of training devices and improperly conducted proficiency checks, including falsified records.

The FAA also cited an analysis of accidents over an 18-year period. According to the regulator’s findings, Part 25-certified CE-500 variants flown by a single pilot had approximately twice the accident rate of the Part 23-certified models used for comparison, which were also flown by a single pilot. The comparison therefore concerns different groups of aircraft operated by one pilot, rather than a direct comparison between single-pilot and two-pilot operations on the same aircraft type.

The justification also referenced two accidents in 2025, including the Citation crash in Statesville, North Carolina, on December 18. The FAA stated that the aircraft did not have a qualified second-in-command on board, despite one being required. Both investigations remain ongoing and probable causes have not been determined, meaning the absence of an appropriately qualified crew cannot be presented as an established cause of either crash.

The NBAA and Citation Jet Pilots associations have raised concerns about how the decision is being implemented. While supporting regulatory action based on safety evidence, they have called for the underlying analysis to be released and for clearer communication with affected operators. They have particularly questioned the policy’s immediate implementation upon publication, without prior direct notice to operators.

According to the FAA’s advance notice, publication in the Federal Register is scheduled for September 28, 2026, with the new policy taking effect upon publication. Remaining training-provider exemptions will be rescinded through separate actions. For pilots of the affected Citations, this means they will no longer be able to rely on the existing exemptions and will have to fly with a qualified second-in-command.