Ok. That got my attention. I'll keep reading.


Ok. Alright, Galaxy Flyer! You're heading in the right direction and for that, I'll continue to read.


I've removed Part 141 from the conceptual plan. I visited ATP (because it is relatively local), talked to some ATP alumni and then talked remotely to a couple Pilots having gone through Lufthansa and Monarch respectively (I've had a very busy weekend). Its was a bitter sweet decision, but I believe I've made the right one.

They all have the structure I'm looking for, no question about it. But, what they have in structure they completely lack in flexibility, which is probably the most important aspect of the physical side of training for me. These recent contacts with real people have driven home the fact that a mission oriented, focused, flexible and adaptable Training Environment is probably going to be my best foot forward.

To me, a Professional is someone who gets paid to do a job. That means everybody who gets paid to work, should be conducting themselves in a Professional Manner while at work and at all times. I'm a bit old school that way and I realize the American Culture has changed a great deal since I left college and started my first career building job. Though, I only earned $25k annually on my first job out of school, I no doubt considered myself a Professional and so did my hiring manager, director and VP.

The word "Competent" replaces "Professional" for me relative to your statement above. But, I do get the point. I will never be a hired gun in aviation - those days are behind me. Today, it is about dream fulfillment and a 50/50 personal flight schedule (business/personal).


No. That was the question I was asking. I was asking whether or not trying to work with a Part 135 operation as the Time Building Phase (after Private/Instrument/Commercial/Multi) of my plan, made more since than simply buying my own aircraft and creating a Scheduled Flight Program for Time Building.

I have since worked that out and made the decision to acquire a Cessna Conquest II as the Time Building platform. I have also worked out that the Conquest will need to be retrofitted (upgraded) with G1000 or G3000. If I decide on the Phenom 300, I'm definitely going with the 300E with G3000. If the decision is the CJ4, then I'll have to work with Cessna on a special request to have G3000 implemented. There won't be such an option if I decide to wait and go with the PC-24, as it comes with Primus Apex, which I like based on what I've researched about that system thus far.

So, you can see what I'm trying to do here. I'm trying to set-up the Time Building Platform as close to the actual VLJ avionics environment as possible (if at all possible). This way the "experience" is more transferable and creates less difficulty during VLJ transition.



Sounds like the exact antithesis of where I am, personally. I could literally stand next to a 747 all day long, never enter the cockpit and be marveled all day long at just its beauty alone. I love airplanes. I simply got stuck in a corporate lifestyle for years and then pinned down even worse when I decided to build a business.

I had to build my business from scratch and develop the technology that I use in the business. I was working 18-41 hours a pop. That's not a joke, nor is it hyperbole. So, much so that I created the term Time Slicing. Time Slicing, is when you've just worked 120 hours a week, wake up on Sunday at 2pm believing its Tuesday at 6pm. You have no idea what day it is. That's how hard I have worked to put myself in this position. Now, I don't have to work like that anymore. In fact, I couldn't even if I wanted to. That kind of work is for a younger body.

Nobody hands me anything. I expect nothing from anyone. Besides, I would not want to own an airplane that I did not operate and fly myself. There are too many good Fractionals out there to pick from. I've got a lot of flying to catch-up on.



Yet, it can be done and it is being done every day, safely. I like the model Arnold Palmer, put out there. Professional outside career and great at it, plus competent single pilot in a jet. He flew all over the place single pilot jet and he did it for many years, safely. That's a good model to look at and consider. Arnold, flew left seat until he was 80 years young with a safety pilot right seat. However, he flew for decades single pilot.



Appreciated, but that's just not where my head or heart is right now. There will be a time for that, just not now. I have at least 20 good years of flying ahead of me. I don't want to turn that over to someone else. I want those years under my belt having fun, going places, meeting people and getting things done.

Training and Time Building would encompass 3-4 years of Scheduled IFR Flight Plans. Keep in mind, I'm not talking about waiting until a fair weather weekend pops up to go time building that day. I'm talking about re-arranging my life such that I fly Full-Time everyday to reach 3,000+ hours PIC. Good weather. Not so good weather. Mountains. High Density Altitude Airports. Over Water. Windy Conditions. Rain. Snow. Heat. Cold. Night. IFR/IMC. Constantly working with a good Mentor Pilot periodically who goes up with me to critique what they see. Upset Recovery Training. Aerobatic Training. Single Pilot Safety Training.

I'm talking about a truly dedicated, full-time, Monday through Friday, 3,000+ hour program including Initial Pilot Training (SEL), Twin Turbine Time Building, Scheduled Cross-Country Flight Plans, Periodic Mentor Checks, Single Pilot Safety Training and Unusual Attitude Training, customized to get me ready for single pilot VLJ. About 80% of all that would be Twin Turbine PIC. Plus, another 50 to 100 hours with a Mentor Pilot in the VLJ even after I earn the Type Rating.

Is that not sufficient to become competent enough for single pilot VLJ? Would extending that to 4,000 hours be preferable before transitioning to the VLJ with periodic Mentor Pilot Checks before and after VLJ transition throughout the year, plus repeating Upset Recovery Training throughout once a year, plus FAA required Currency requirements?

I'm prepared to commit myself to do whatever it takes to reach competency. If I have to do Upset Recovery Training every single year, that's fine with me.

In fact, scratch that.

I declare right now that I will encode at least one (1) Single Pilot Jet Upset Recovery Training Program per year into my routine flying habits after going single pilot VLJ, until I retire my personal flying career in jets. How's that for commitment. Most of these programs are 3-5 days in length. I can easily find that kind of time out of a yearly scheduled. Easily.

I'll do what it takes to get it done right. I realize there will always be something new to learn or something old to improve upon. I've been around the block enough to know that. So, I don't mind constantly Training and seeking good, qualified, sincere advice from more experienced jet pilots.