MarkVI

You know, I spent about twenty minutes of my life reading this thread, and as a Gold Seal CFI, I couldn’t agree more. There’s so much potential for this student, but that mindset doesn’t seem to understand the very nature of what it is he’s asking to do.


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November Seven

Spot on. And, yes I will. Thank you (sincerely).

November Seven

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.

November Seven

Roger That.

What somewhat disturbs me is the fact that should I go forward with my other goal, my HR department would be tasked with filtering out attitudes like yours from among the rest of the Pilot Candidates. If this is what "Aline Pilot Central" uncovers for me (and it has), then it is pretty disturbing to say the least.

One of my other goals is to launch a new kind of airline model. An airline concept that does not exist today and that my research indicates the flying public would appreciate, want and even desire. In building that business model, I'd have hire Professional Pilots. Coming to this site and encountering attitudes like yours make it abundantly clear to me that my HR department will indeed be given new and innovative tools for the psychological evaluation of Pilot Candidates.

In addition, coming to this site makes it abundantly clear to me that developing Professional Pilots In-House would be far more preferable. Why did you think I was going through the process of "developing" a bespoke Training & Time Building Program for myself? Gaining the experience from having done it, is beneficial to doing it on a larger scale - even when the variables are different. I can see clearly that we would have our work cut out for us, indeed. Preventing attitudes like your from slipping through the cracks, will indeed be a challenge, but one that I'm more than prepared to engage.

You probably thought this was only about going single pilot in a VLJ. You could be very wrong about that. The things you don't yet understand.

November Seven

Very much, indeed. And, for reasons most will never fully understand.

November Seven

When questions about how to get something done properly become "gems," you know the respondent is beyond narcissism.

No need to look them up, or be twisted into knots by this "Tired" Soul. The truth about them is right here:

From Zero to VLJ | How Would You Do It?
From Zero to VLJ | How Would You Do It?

Selecting An Instructor | Older Wiser?
Selecting An Instructor | Older Wiser?

What Will I Take For Granted?
What Will I Take For Granted?

All of them Questions. None of them half-baked assumptions, which is precisely what the "experts" here have provided in reply. One of the main reasons why I did not come seeking "Expert" opinion, rather "Experienced" advice from real jet pilots. Of course, some of the "experts" can't read or comprehend what they've read, so they continue to spew, no matter how dumb it makes them out to be. If they had simply read and understood what they were reading, then they would already know what they are responding to before they respond. Yet, they (the experts) can't seem to figure that out.

November Seven

Nope. Just a: Roger That.

You should watch the video. It is very inspirational and it really gets to the point of why the "Experts" here still don't get it.

November Seven

Very much outside of what three (3) CFIs confirmed for me over the weekend when I asked them the same exact questions I asked this forum. So, are you really a CFI? How could three (3) others, all ATP, Lufthansa and Monarch trained, be so far away from your opinion.

Oh, wait - that's right. They were not "Experts." That were actual Experienced CFIs and Airline Pilots.


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November Seven

And, that's precisely why you still don't get it. Try actually reading.

MarkVI

Dude, do what you want. I am in fact a gold-seal CFI and have never had a single one of my students fail their checkrides. As others have said, the route you want to take is not common, nor is it established as a viable route. I'm not saying don't go for it, but I've read plenty of great feedback from several people on this board, and watched a non-certificated individual (who's gotten some advice from real-life people) think they're wrong.

You asked what you would take for granted. From much of your response in this thread, it's clear that you'll take the advice of other for granted. If you ever wish to be a professional at this, you need to get that chip off your shoulder and realize that those who have come before you are the more educated from their experiences.

After reading this thread, I, personally, feel like I've taken my good students for granted. I've never come across a real-life applicant more combative and unwilling to listen. Then again, none of my students hide behind a keyboard.

Good luck in your endeavors, and best of luck becoming a certificated pilot. But I would state off-the-bat that you're looking right in the face of some hazardous attitudes that could one day kill you, and it's a shame your personality on a professional forum displays that.