November Seven

He offered insults in response to a serious minded OP. Second, he underestimated the amount of personal research I've already put into this. Third, he has no appreciation for that fact that I clearly see the need be prepared as opposed to thinking the entire process to be a walk in the park. He then issues the final straw by insinuating that I'd rather be flown around like a helpless invalid. I'm pretty sure I resent that.

What was his background before becoming a pilot? How did he arrive at his flying career? What was his level of desire and passion and how many gut checks has he endured over his life before he was able to finally live out his dreams of owning his bird? How many sacrifices has he made to put himself in that position? How much work did he put in to put himself in that position?

If I wanted to really go after his comments, I could - but I won't. I've got other important fish to fry, like getting on to the next phase of this 20+ year project. Maybe he's got an easy $10 million to toss around lukewarmly on a jet. I had to work my rear-end off to get here. So, no - I don't appreciate his cavalier attitude and his implications that somehow, somebody who can buy a jet is automatically (de facto) dumb enough to go out and kills themselves in it by default - because they did not prepare themselves correctly.
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Back on track:

To answer your question direct, yes. I've done a fair amount of crash history study on personally flown jets and single pilot flying in general. The rate of incidents according to my research reflect more on Single Pilot operations, regardless of aircraft Type. So, there have been Single Pilot problems with Beechcraft King Airs, as just one example. Single Pilot problems with the Mitsubishi MU-2 have been at issue. Single Pilot problems in the CJ1, were at one point an issue. But, Single Pilot problems in a Bonanza, have a history to recon with, too. The Cessna 310 Single Pilot has had issues.

I've done a fair amount of individual study because I wanted to know what was causing these aircraft to go down. Most of the issues that I found had a lot to do with Pilot error in the form of either something that could have been dealt with in Pre-Flight or earlier in Flight Planning. The other broader category had to do with In-Flight problems ranging from Various kinds of system malfunctions, engine malfunctions, avionics malfunctions to outright structural failures.

Sometimes these incidents have to do with knowingly flying into and/or around embedded convective cells, suffering vertigo or spatial disorientation, getting nose down and fast then trying to pull up too abruptly causing structural damage to the wings, flight control surfaces and sometimes even the empennage section. Another grouping of issues seems to flock around fuel starvation problems where the fuel selector is set to either one tank or the other and not both. One tank runs dry seemingly too early in the flight, then the pilot never checks the selector valve causing an erroneous "fuel starvation" problem when there was plenty of fuel remaining in the other tank.

Another flock of issues seems to come around the matter of High Density Altitude Departures combined with pilots who load their aircraft too heavy. for the conditions. They then experience either a much longer take=off roll, or significantly reduced climb performance at an airport with terrain mapping higher than airport elevation. They begin turning to avoid terrain which increases load factor and under this combination of conditions actually begin dropping altitude in the turn - making matters even worse. A damned if you do, damned if you don't scenario.

I looked at these things and have express plans to make them front and center conversation items with my Flight Instructor, so that I can get confirmation on my understanding of both Problem and what the Potential Solution was before the accident took place.

I'm not wandering off into the wilderness clueless. I am trying to properly educate, prepare and protect myself and my future passengers from things that are clearly under my control and to increase our odds of survival when things take place that are clearly out of my control. I understand that both problem types exist. Causes that were mine and causes that were outside of my knowledge and/or control at the time, but that might still have good solutions that allows everybody to go home to their family that day.

I'm trying my best here.

November Seven

Based on my research, Florida Flight Center and CAE are two that stand out.

CAE has a Type Rating program for the Phenom 300 and CJ4. All instruction is done in the Simulator according to their .pdf I downloaded. FFC also has a Type Rating program for both aircraft as well. All instruction is done in the owners aircraft, including the check ride.s FFC says they do that to remove the SOE requirement.

I think one of the things that I have concluded is that I'll want a level of SOE or Mentor training even after the Type Rating, simply because of the lack of hours I'll have in Type immediately following completion of the Type Rating. I like the NBAA "Mentor" aspect a little better because I can extend that significantly longer than the standard SOE 25hr requirement. How to go about finding such a Phenom 300 or CJ4 Mentor is yet another challenge.

Norton Aviation out of Florida, also shows Phenom 300 but no CJ4 Type Rating program. Don't know much about Norton at all (maybe you know something?).

Flight Safety says they have Phenom 300 and CJ4 Type Rating programs but they really need to do some work on their website to make it more searchable and accurate. I can't find any information on either program at Flight Safety's website - which is quite a shame given their esteemed reputation in Flight Training. Both CAE and FFC make it fairly easy to download or see information from their respective websites.

Found someone by the name of Dave Coffman, founder of Higher Calling Aviation. Does Phenom 300 Flight Training as well. In fact, I just discovered him today. So, a phone call is next:

• Lt Col U.S. Air Force Retired
• Squadron Commander, supervised over 50 pilots and a flying hour program of 4,000 sorties and 5,500 flight hours
• Lead Solo, U.S. Air Force Air Demonstration Squadron Thunderbirds
• Piloted the #5 F-16 in over 140 Airshows in the U.S., Europe and South America
• Instructor and Flight Examiner (Check Airman) in F-16 and T-37
• Over 30 years flying and instructing in U.S., Europe, Bahamas

There are apparently some good options for obtaining the Type Rating and the Initial Training in either the Phenom 300 or CJ4. However, I still have to get to that point with a good Time Building regimen so that when I show up for VLJ training, I won't be too much of a disappointment.

Thanks again!

November Seven

Thanks for the lead. Its all Part 60 Level D simulator training. They also have other components that read similar to CAE, Florida Flight Center and Flight Safety. They have no Phenom 300 program at this time.

Seems like Florida Flight Center is the only program right now that offers actual in-aircraft training. However, I do agree that getting put through the grinder in a simulator can be done more efficiently and more frequently than in the actual aircraft.

I've got to believe that these companies use Level D Sims for a good reason - being that they work as good methods for preparing Phenom 300 and CJ4 single pilots. However, the Level D is not unlimited access where each company does have FTD (they don't say which one) that is unlimited and can be used whenever you need.

Certainly, something to think about (actual or sim training for the type rating). Thanks!

Mink

My points were:

a. Call a training center, any training center (whether they have "your" aircraft or not), and ask them, as a potential owner-operator, what they recommend for your training path.

b. DO NOT do your type rating (whenever that may be) in the aircraft. Just things they can't do (for good reason) in the airplane that they CAN do in the sim. And you should see all of those sim situations.

Good luck.

2StgTurbine

If this jet is going to be used for business, I would hire an actual professional pilot. Even in the professional pilot community, we encounter pilots we would classify as unsafe that slip through the cracks. Usually, those pilots have good intentions but never grasped some fundamental part of airmanship. What that tells me is even if you devote your ENTIRE working life to becoming a professional pilot, you can still fail.

Combine that with the pressures of needing to get the VLJ to CLE by 9:30 am for an important business meeting or flying the family to your vacation home after a stressful week at work will lead to poor decision making. 99.99% of the time there is never a conflict of interest, but it only takes one time where the demands from the part of your brain thinking about your business will creep over to the pilot side of your brain. It can be difficult to detect that when you are flying by yourself.

That does not mean you can't fly. By an L-39. They are cheap and a lot of fun. You can still challenger yourself and become a great pilot, but it will keep your fun hobby separate from work.

November Seven

Got it. Makes sense. Thanks!

November Seven

Both. Business and Personal. I'm trying to avoid the mistakes of the past as much as humanly possible and not Train or Time Build in the same manner that cause one to "slip through the crack" or perform in the cockpit like one who did. So, I'm researching how to put together a tailored Training program with a focus on safety and competence through developing good skill, knowledge and expertise by way of relevant actual (real world) Time Building experience - before allowing myself to go single pilot VLJ. Its looking like a 2-3 year program at this point.

I'm willing to spend the time, energy and effort to gain the experience required to not end up falling through the cracks. Of course, there are no guarantees. 11,000 hour pilots find themselves in trouble as well. I am willing to accept the inherent risk of flying, I know that's real and unavoidable. But, purely from a mathematical standpoint, I feel more safe in the air than I do my own car on the highway - where bad drivers are literally trying to kill me.

At least in the air, nobody is tailgating, cutting you off at close range, blowing by at 24 inches and twice the speed, or drunk, high on federally banned substances, high on OTC meds, flying-by shooting or basically just being a d-i-c-k in the air. Heck, I wish I could fly everywhere for that matter. From what I understand, there are some pretty level headed nice people in the air. So, I feel safe up there. Can't stand driving anymore. It used to be fun, driving. Not these days.


Yep. Nope, there are no guarantees in life. Truth.


Yep. Nope, I've already made the decision that this is not how I'm going to conduct myself as PIC. I have accepted the duty and responsibility to myself, family, business associates and people on the ground to make solid decisions with respect to Time. Moreover, I'm in total control of my personal time, so I don't have the same pressures that other entrepreneurs might in that regard. If the weather is beyond my aircraft or my limits as a pilot, I have no problem re-renting a car, or calling the transportation service back for another pick-up and short drive back to the hotel for the night. I have no issues doing that at all. Those who fly with me, will also accept those conditions as well - or they are absolutely free to travel 121 or a 135 outfit willing to take the risk that I'm not willing to engage.

My business is all about Risk Mitigation. That's what I do at the core of my business. I'm looking for ways to reduce risk all the time. That's what my brain does naturally these days as a business person. As a Pilot, I doubt that will change one bit. In fact, the focus on risk mitigation as PIC will no doubt increase over that which I normally bring to business.

If I can fly with relative safety, then I can and will have fun flying. The fun will come naturally, just after safety.


Much appreciated, no doubt. Just not a factor. The business practically runs itself now. That's why I'm able to focus on this so intensely. On average, I'll require no more than 1hr per day to run my business. That leaves 23hrs for everything else including flying.


I appreciate the concern and I get it. Its a jet and you need competence to handle it single pilot RVSM. So, the deal is this. I'm approaching a new phase in my life where travel is going to take on a larger role for us. I have always loved airplanes and aviation since I was a kid, but could never do much about it. Now, I can. I can also spend the time necessary getting up to speed and becoming competent.

I've gone through the process of learning about Fractional Ownership, or just putting up with the hassles of 121, or even like you said, hiring someone else to do the PIC stuff. They each have their pros/cons. However, in the end, I decided to follow my original dream and get with the program of becoming VLJ single pilot ready. That does not mean that I'm jumping into anything. To the contrary, I realize that this is going to be a long journey towards VLJ single pilot and only when I and others most qualified to know, say that I'm ready.

I'm going to include the Professional input of others with far more experience as a jet pilot than myself, to help me understand what truly being ready means and when I have arrived at that stage. It may take 2 years. It could take 3 years. But, even if it took 5 years before I was ready, that's still fine with me. After the Time Building phase, I can still fly the VLJ with a Mentor Pilot until it became crystal clear that I was ready to strike out on my own.

Even then, the Mentor Pilot will still be in the cockpit backing me up for a few hours as a regular interval sanity check. In other words, I plan to implement a Currency Program into my own flying that will be far in excess of what the FAA requires for currency. I will also find myself routinely taking extra Training Programs for VLJ Single Pilots, Upset Recovery, Aerobatics just to keep limber and any Single Pilot Safety Conference I can get to. All of this will take place even after I've released myself into the wild as single pilot in a VLJ. I will always be engaged in something that renders me Current. That's the level of commitment I'm enforcing into my own flying.

I realize that I have a high (maybe even higher) level of responsibility as VLJ single pilot and I take that responsibility very serious. At the same time, I plan to have a lot of fun, too! Thanks for the concern and the post.

galaxy flyer

If you want to test out his humor, just ask. “Is it true Lead Solo is Lead Solo because he can’t fly formation?” Old joke.

GF

November Seven

Hope he takes it the right way, LOL!

Airbum

I really like GA and am still active flying small planes. However do not kid yourself thinking you will be safer flying then driving.

A unconfirmed quick google searched told me that flying a GA aircraft was 19 times more deadly then driving.

Follow your dream but it is a risk for you and anybody you take up.