Joining the Jet Set

by Ed Stephens Jr.

Private Pilot magazine,  February, 2005

(page 3)

Training

In order to serve as pilot in command of a jet-powered airplane, the FAA requires that a pilot is type rated in it (FAR 61.31(a)(2)). For VJLs, then, we’ll be seeing private pilots, who are multi-engine and instrument rated, stepping into type training for the specific type of VLJ that suits their fancy.

Cessna’s Citations are already an established part of the curriculum at simulator schools like FlightSafety and SimuFlite, so it’s reasonable to assume that the Mustang will simply join these training rosters. In these schools a typical small jet type rating takes two weeks and runs about $15,000. The first such week is typically just book work, no hands-on flying.

Eclipse is establishing a one week, in-house training and type rating course, and this will be more than enough time for a proficient pilot who hits the books before hand to get competent in the jet. "At a minimum, we will require pilots to have a private pilot license with instrument and multiengine ratings prior to entering the Eclipse factory school," says Eclipse.

For its part, Adam has participated in the FAA Industry Training Standard (FITS) program, and has developed a curriculum in lines with this standard.

Let’s demystify this training stuff: Jets are high-altitude multi-engine IFR platforms....nothing more, nothing less. Any pilot who can handle a piston twin on instruments will find that jets are, in most (though not all) ways, easier to fly than pistons. There’s no mixture to mess with, no propellers to primp, no carburetor heat to harangue, no mags to monkey with, no turbos to tend, and no feathering to fret.

In the realm of emergency procedures, engine failures are a ho-hum snooze; tail mounted engines are so close together that there’s little asymmetrical thrust, and, since there are no props to feather, there’s nothing a pilot need do in a hurry. And if you need to do a single engine go-around in a jet, you’ve got plenty of thrust available for the chore.

Private Pilots are only part of the training story, and VLJs are going to see serious service with professional drivers in air taxi roles. As such, we can expect all VLJ pilots to benefit from the formal, structured curricula that the pros use. Haphazard, shade-tree training sessions won’t see any favor in the VLJ industry, at least while it’s getting established, so don’t look for "Bubba’s Flying Skool" to be offering VLJ training any time soon....and even if Bubba does offer it, don’t expect your friendly insurance agent to accept it.

Did somebody say "insurance"?

Some insurance experts covered their ears and almost ran away when asked about insuring private pilots in VLJs. But at least two companies are whispering enthusiastic things about the VLJ realm, though with two important caveats: (1) They prefer two-pilot operations in some cases, and (2) They are big on training, training, training.

Newbie jet pilots can probably expect to have a mentor or instructor riding shotgun until they amass a bit of flight time.

For its part, Eclipse has issued this statement: " Global Aerospace (formerly AAU), one of the largest aviation insurance providers, has announced that it will provide hull and liability insurance for Eclipse 500 customers. While it is too early to set premiums, Global has said it expects insurance premiums for the Eclipse 500 will be similar to those for existing aircraft, as long as customers successfully complete Eclipse’s training programs."

Jets are fundamentally safer than anything else in the air, so the prognosis for insurance is excellent, but you have to play the game the way your insurance company wants it played. They will select which schools are approved for training, and they will demand recurrent training at approved schools as well. That’s the way it works today, so it’s really no change.

Most pilots can’t afford to buy a million dollar jet, but that doesn’t mean that most pilots can’t afford to fly them. This is the age of fractional ownership, shared ownership, and all manner of leasing schemes, rental arrangements, clubs, and partnerships that spread the cost of an aircraft over the broadest possible number of users.

Meanwhile, in terms of new IFR iron, a million bucks isn’t much these days. An equipped Beech Baron weighs in at about $1.15 million. A King Air 90 runs about $3 million.

Of course, the word "revolution" has always been used promiscuously in aviation, and for decades we’ve been told that every suburban driveway would have a helicopter in it, or that swarms of "personal aircraft" were going to alleviate the congestion on Interstates. Humbug.

But the VLJ is a genuine revolution. As Donald Burr, of POGO, said, "VLJ is a home run...I can’t see why this isn’t visible to people."

Well, it is not visible to some people because general aviation has a small but vocal clique of carping curmudgeons, who will always insist that anything invented after 1932, or that costs more than a Ford Pinto, is just no darned good. But for everyone else, especially those with an interest in solid IFR flying, the jet age is about to arrive at the local airport. And as the years go by, used VLJs will start filtering down to ever more accessible levels as used aircraft roll onto the market. That’s just how it works.

So, bottom line: Revolution, yes. Freebie, no....this is, after all, aviation.

<prior page>

<back to aviation page>

<PDF version (3.2 mb) >

© 2005 Ed Stephens Jr.