Qwner Flown Biz Jet
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nomorecatering
With the above experience a CJ3 with the Flight Safety training that comes with the price, work hard and you'll get the rating.
FS train you to the standard required to get the FAA ticket. They have their reputation riding on it, they will not pass you just because you paid the money, they will also counsel you if they think that as a pilot you would be better off coming back later if at all.
The FAA guy does NOT ask you whether you are a millionaire business man or whether you just won the lotto you either pass the ride or you dont.
A Herriot Watt Business school study did a monster study on who should or could cope with university level studies based on the attained level of achievement in secondary education across the board. That is who matriculated and who didn't and whether they had the opportunity for it or not against how they ultimately performed.
Result, some people are bright, some people are dumb, most get there.
I've flown with 500 hr pilots who'd fly rings around the 5,000hr pro and I've flown with gazillion hour pilots I wouldn't let walk my dog around the park.
So tell me again what's special about a CJ3 or Lear 45? and what skills you need that can't be taught and learnt?
On the evidence if you've put the money together legitimately there is a fair chance you have the smarts. All the rest of it is just penis envy.
Now given a TT of say 2000 hrs, 1000 in twins, say hes upgrading from his old Chieftain. ATPL, ME-CIR, maybe having done some charter work etc.
FS train you to the standard required to get the FAA ticket. They have their reputation riding on it, they will not pass you just because you paid the money, they will also counsel you if they think that as a pilot you would be better off coming back later if at all.
The FAA guy does NOT ask you whether you are a millionaire business man or whether you just won the lotto you either pass the ride or you dont.
A Herriot Watt Business school study did a monster study on who should or could cope with university level studies based on the attained level of achievement in secondary education across the board. That is who matriculated and who didn't and whether they had the opportunity for it or not against how they ultimately performed.
Result, some people are bright, some people are dumb, most get there.
I've flown with 500 hr pilots who'd fly rings around the 5,000hr pro and I've flown with gazillion hour pilots I wouldn't let walk my dog around the park.
So tell me again what's special about a CJ3 or Lear 45? and what skills you need that can't be taught and learnt?
On the evidence if you've put the money together legitimately there is a fair chance you have the smarts. All the rest of it is just penis envy.
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That guy out of Christchurch on the CJ1 then CJ3 had a very experienced Captain fly with him for a long time while he flew as F/O then upgraded. That experienced captain is still attached with the operation.
He also flies it just about every day hence no problems with the weekend warrior mentality. He's very professional to boot and has no quaims about asking for help or seeking advice.
He's not someone to bore off into the sky without no regard or without forethought as to what he's doing...
He also flies it just about every day hence no problems with the weekend warrior mentality. He's very professional to boot and has no quaims about asking for help or seeking advice.
He's not someone to bore off into the sky without no regard or without forethought as to what he's doing...
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For those prepared to do some reading the past few issues of the American magazine "Flying" has been looking at this issue.
A couple of months ago they paid for someone with less hours than the parameters set by the initiator of this thread to undertake jet training on the Kings Falcon 10, a far more difficult aircraft to fly than any of the VLJs in the pipeline. He did very well. Proper training will have a lot to do with the safety record of these jets and jet trainining has come an awful long way since the days of Lear 23s.
The latest issue has a flight test of the Cessna Mustang. Have a read of it people, they are going to be easy to fly because the whole concept of the aircraft and its engineering is based around making it easy to do so. Cessna have something like 200 orders for the aircraft already and estimate that 80% will be owner flown.
The performance characteristics of these aircraft are such that they will be able to mix in at GA fields (the Mustang Vr is going to be something like 90 kts) without scaring all and sundry.
According to their engineering test pilots its handling characteristics at FL410 are pretty much the same as at lower levels.
Perhaps the biggest problem in Australia is being able to find someone here who can do the necessary recurrency training that should be part of any flying career.
A couple of months ago they paid for someone with less hours than the parameters set by the initiator of this thread to undertake jet training on the Kings Falcon 10, a far more difficult aircraft to fly than any of the VLJs in the pipeline. He did very well. Proper training will have a lot to do with the safety record of these jets and jet trainining has come an awful long way since the days of Lear 23s.
The latest issue has a flight test of the Cessna Mustang. Have a read of it people, they are going to be easy to fly because the whole concept of the aircraft and its engineering is based around making it easy to do so. Cessna have something like 200 orders for the aircraft already and estimate that 80% will be owner flown.
The performance characteristics of these aircraft are such that they will be able to mix in at GA fields (the Mustang Vr is going to be something like 90 kts) without scaring all and sundry.
According to their engineering test pilots its handling characteristics at FL410 are pretty much the same as at lower levels.Perhaps the biggest problem in Australia is being able to find someone here who can do the necessary recurrency training that should be part of any flying career.
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PLovett
Entirely in line with Cessna philosophy from day one, growing their businessman owner pilots though the fleet.
They did not add a turboprop after the C421C because it already outperformed most of the other turboprops, they went straight to the C500 which was conceived as a C421 with jets instead of props and it was as delightful and easy to fly and could give them Transport category performance. It was simpler and cheaper than the King Air and outperformed it in spades.
The C425 and the legendary C441 came much later and for quite different reasons.
Entirely in line with Cessna philosophy from day one, growing their businessman owner pilots though the fleet.
They did not add a turboprop after the C421C because it already outperformed most of the other turboprops, they went straight to the C500 which was conceived as a C421 with jets instead of props and it was as delightful and easy to fly and could give them Transport category performance. It was simpler and cheaper than the King Air and outperformed it in spades.
The C425 and the legendary C441 came much later and for quite different reasons.
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gaunty
I was intrigued by one comment buried near the bottom of an opinion article in the last edition of "Flying" which was that the FAA (or whomever regulates the US airspace) may not allow the VLJs to play at FL410. Their cruising Mach may prove to be too slow for the prevailing traffic causing too many problems.
I would not think the same problem would exist in Australia with the exception of Brisbane to Sydney to Melbourne some of the time.
I was intrigued by one comment buried near the bottom of an opinion article in the last edition of "Flying" which was that the FAA (or whomever regulates the US airspace) may not allow the VLJs to play at FL410. Their cruising Mach may prove to be too slow for the prevailing traffic causing too many problems.
I would not think the same problem would exist in Australia with the exception of Brisbane to Sydney to Melbourne some of the time.
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PLovett
Indeed that is but one of the many issues with the VLJ/ATC interface.
Although for the most part as far as I can tell except maybe for the Mustang crz at those levels over the short distances expected routinely is probably just a brochure brag.
Life is "interesting" at those levels for all but the gruntiest types.
Indeed that is but one of the many issues with the VLJ/ATC interface.
Although for the most part as far as I can tell except maybe for the Mustang crz at those levels over the short distances expected routinely is probably just a brochure brag.
Life is "interesting" at those levels for all but the gruntiest types.
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Far be it for me to answer on behalf of gaunty but if you care to purchase Friday's Fin Review you will see in the colour supplement magazine an article in which the person to whom I think you are alluding appears, among others. 
It is an interesting if ultimately disappointing article as it could have done so much more for corporate aviation given the contacts and financial reach of that particular newspaper.
It is an interesting if ultimately disappointing article as it could have done so much more for corporate aviation given the contacts and financial reach of that particular newspaper.
