Flying "Personal" Jets!
After more than 31 years of flying, my dream of taking the controls of a "Personal Jet" has finally come true. Thanks to JetAVIVA's Jet Familiarization Training, I was able to do an intensive program of flying a magnificent personal jet -- the incredible Brazilian beauty - The Phenom 100.
The Phenom 100 by Embraer
The Phenom 100 (www.embraerexecutivejets.coms ) is one of two leading light personal jets in the market. Along with Cessna's Citation Mustang, they dominate this new market. I have flown both aircraft and in many ways their flying characteristics are similar. Cyrus Sigari of JetAVIVA has written a new article in the March 2012 Issue of AOPA Pilot Turbine magazine, comparing the two. (see Turbine Showdown) In this page, I will discuss the Phenom 100 and the program I conducted with JetAVIVA. First a few terrific pictures of this amazing machine:
Jet Familiarization Training - JFT
If you've ever had the passion to fly a jet, you're not alone. The problem for most personal pilots is that you can't just simply go to your local flying club and try out a jet, even if you have the money. Most clubs do not have jets for training or for transition. You would have to be a serious buyer to be able to get a demo and then after you purchase a plane, you can enroll in any one of the reputable programs to do your training.
Well, JetAVIVA (www.jetaviva.com), a leading authority and sales and training outfit at Santa Monica, CA has solved that problem with a program they call Experience Light Jets. I like the name Jet Familiarization Training - JFT - since it more aptly describes the experience. The program comes in three forms: Basic (10.5 hrs), Intermediate (25 hrs) and advanced (45 hrs). It is the absolute best way of getting a real taste of flying jets which does not happen with a simple demo flight.
To get the best out of the program, you must have an instrument rating and be very proficient on your instruments, especially on departures, arrivals and approaches. You must also be multi-engine rated and it does help if you have flown high performance and fast piston planes such as the SR22T or the Corvalis 400. For the rest, JetAVIVA will take you through an unforgettable journey. My program was conducted in two days (Sunday/Monday) with a one-hour return flight on the Friday. The program is intense and can be in two to five days.
Preparation:
Before the start, I had a discussion with JetAVIVA President, Cyrus Sigari, and explained my objectives -- to get a sound understanding of flying a jet and get basically familiar with all aspects of operating a Phenom 100. Cyrus went to work and created a complete syllabus geared toward my requirements (2 full days). I needed to start in Los Angeles and end in Phoenix. Cyrus found me a suitable Phenom 100 and booked it for 6 full days so that I could end up in Phoenix on Monday and be able to fly the same airplane back to LA on Friday. This is perfect customization to my busy schedule.
In preparation, I was sent a full suite of documents to read:
1) Airspeed table for various phases of operation
2) The checkride profile
3) Oral exam memorization numbers
4) Phenom 100 AFM
5) Phenom 100 POH
6) Phenom 100 flows (visual and written)
7) jetAVIVA condensed checklist for the Phenom 100
8) Phenom 100 Quick Reference Handbook
I then hit the books and prepared thoroughly for the appointed hour. I arrived in LA from Shanghai on 11-Feb and Cyrus met me for dinner, went through the program and we went to the hotel to meet the instructor.
Well, JetAVIVA (www.jetaviva.com), a leading authority and sales and training outfit at Santa Monica, CA has solved that problem with a program they call Experience Light Jets. I like the name Jet Familiarization Training - JFT - since it more aptly describes the experience. The program comes in three forms: Basic (10.5 hrs), Intermediate (25 hrs) and advanced (45 hrs). It is the absolute best way of getting a real taste of flying jets which does not happen with a simple demo flight.
To get the best out of the program, you must have an instrument rating and be very proficient on your instruments, especially on departures, arrivals and approaches. You must also be multi-engine rated and it does help if you have flown high performance and fast piston planes such as the SR22T or the Corvalis 400. For the rest, JetAVIVA will take you through an unforgettable journey. My program was conducted in two days (Sunday/Monday) with a one-hour return flight on the Friday. The program is intense and can be in two to five days.
Preparation:
Before the start, I had a discussion with JetAVIVA President, Cyrus Sigari, and explained my objectives -- to get a sound understanding of flying a jet and get basically familiar with all aspects of operating a Phenom 100. Cyrus went to work and created a complete syllabus geared toward my requirements (2 full days). I needed to start in Los Angeles and end in Phoenix. Cyrus found me a suitable Phenom 100 and booked it for 6 full days so that I could end up in Phoenix on Monday and be able to fly the same airplane back to LA on Friday. This is perfect customization to my busy schedule.
In preparation, I was sent a full suite of documents to read:
1) Airspeed table for various phases of operation
2) The checkride profile
3) Oral exam memorization numbers
4) Phenom 100 AFM
5) Phenom 100 POH
6) Phenom 100 flows (visual and written)
7) jetAVIVA condensed checklist for the Phenom 100
8) Phenom 100 Quick Reference Handbook
I then hit the books and prepared thoroughly for the appointed hour. I arrived in LA from Shanghai on 11-Feb and Cyrus met me for dinner, went through the program and we went to the hotel to meet the instructor.
Run with Sven:
My instructor was Sven Lepschy - the pre-eminent Phenom instructor in the US. Sven practically wrote the Phenom training syllabus and was the chief program leader at Embraer CAE Training Services. He specializes in leadership training and jet familiarization and mentoring. His focus is on the Phenom 100 and 300. From the very first moment, Sven and I hit it off to a great start. He is the ultimate professional and makes the whole experience pleasant and easy to step into.
We met the next day at 6:45am for breakfast and went through the days schedule of flights and maneuvers. Then we drove to Van Nuys airport and met with the airplane waiting for us, all prepared and ready to go. Cyrus met us at the airport and we started the day's flying.
We met the next day at 6:45am for breakfast and went through the days schedule of flights and maneuvers. Then we drove to Van Nuys airport and met with the airplane waiting for us, all prepared and ready to go. Cyrus met us at the airport and we started the day's flying.
Pre Flight and Preparation
Walk around for the Phenom 100 is quite easy. The aircraft is immaculately designed. Interior design is done by BMW. Opening the aircraft door is a good way of appreciating the finer design qualities of the aircraft. The door opens and gently clicks into place with four steps up to the aircraft. Walk around starts at the door with a full circle around the aircraft. Nothing surprising or special here. The Phenom is designed with the single-pilot and private owner in mind, so the walk around is no more complicated than a piston aircraft.
The big difference comes with the big GPU (Ground Power Unit) connected to the aircraft. Although the aircraft can be fully started by its own batteries, it is recommended to use the GPU in order to prepare the aircraft for flight and for passengers if one is available at the FBO.
FLy The Line - Run With Speed (or Sven!)
After the walk around and once you have secured the door and strapped yourself in the comfortable cockpit, obtained ATIS and your IFR clearance, you are ready to begin. The above acronym is what you need to get started:
F - Flight Plan - Enter the Flight Plan into the G1000 Prodigy
T - Temperature - Enter the Temperature into G1000. This is where the first difference in Jets become apparent
L - LFE - Enter Landing Field Elevation - needed for Vref calculation
R - Radar - Start the Radar in standby mode as it takes 60 seconds to warm up
W - Weight & Balance - Enter the Weights - confirm fuel, passengers, cargo etc. Ensure aircraft W&B is legal
S - Speeds - Determine the speeds for the combination of Temperature, Field Elevation & Weight
V Speeds in a Jet
Perhaps one of the biggest changes you notice before you even start taxiing is that jets will need to be flown by numbers and V speeds are extremely important for flying and operating jets safely and consistently. For take off, you need the following speeds which you can obtain from the aircraft AFM:
V1 - Maximum speed during takeoff at which a pilot can safely stop the aircraft without leaving the runway. This is also the minimum speed that allows the pilot to safely continue (to V2 takeoff) even if a critical engine failure occurs (between V1 and V2).
V2 - Takeoff safety speed
Vr - Rotation - Speed at which the airplanes nosewheel leaves the ground
Vfs - Final Segment - The speed to be achieved at the end of acceleration segment and start of the final segment of the takeoff flight path, with one engine inoperative, landing gear retracted, and flaps retracted.
Vref - Landing reference speed - This is entered in the beginning for the departure airport in case of an emergency and the need to return to airport. Vref is then calculated for the destination airport for the temperature, field elevation and landing weight of the aircraft.
Vac - Approach Climb Speed - Needed for landing in case of a go around
Pre-Take Off & Checklist Usage
After all the set up, then the simple checklist of the Phenom 100 is used as reference to prepare for engine start. Engines are started one by one and are done by turning the engine nob to start for a few seconds and return to auto followed by monitoring the engine parameters. Immediately after engine start a series of "flows" are done to prepare for take off. Checklist is used to confirm the flows. Just prior to take off, a special "take off check" button is pushed and if you hear the lady saying "Take off OK", you are properly configured for take off!
The big difference comes with the big GPU (Ground Power Unit) connected to the aircraft. Although the aircraft can be fully started by its own batteries, it is recommended to use the GPU in order to prepare the aircraft for flight and for passengers if one is available at the FBO.
FLy The Line - Run With Speed (or Sven!)
After the walk around and once you have secured the door and strapped yourself in the comfortable cockpit, obtained ATIS and your IFR clearance, you are ready to begin. The above acronym is what you need to get started:
F - Flight Plan - Enter the Flight Plan into the G1000 Prodigy
T - Temperature - Enter the Temperature into G1000. This is where the first difference in Jets become apparent
L - LFE - Enter Landing Field Elevation - needed for Vref calculation
R - Radar - Start the Radar in standby mode as it takes 60 seconds to warm up
W - Weight & Balance - Enter the Weights - confirm fuel, passengers, cargo etc. Ensure aircraft W&B is legal
S - Speeds - Determine the speeds for the combination of Temperature, Field Elevation & Weight
V Speeds in a Jet
Perhaps one of the biggest changes you notice before you even start taxiing is that jets will need to be flown by numbers and V speeds are extremely important for flying and operating jets safely and consistently. For take off, you need the following speeds which you can obtain from the aircraft AFM:
V1 - Maximum speed during takeoff at which a pilot can safely stop the aircraft without leaving the runway. This is also the minimum speed that allows the pilot to safely continue (to V2 takeoff) even if a critical engine failure occurs (between V1 and V2).
V2 - Takeoff safety speed
Vr - Rotation - Speed at which the airplanes nosewheel leaves the ground
Vfs - Final Segment - The speed to be achieved at the end of acceleration segment and start of the final segment of the takeoff flight path, with one engine inoperative, landing gear retracted, and flaps retracted.
Vref - Landing reference speed - This is entered in the beginning for the departure airport in case of an emergency and the need to return to airport. Vref is then calculated for the destination airport for the temperature, field elevation and landing weight of the aircraft.
Vac - Approach Climb Speed - Needed for landing in case of a go around
Pre-Take Off & Checklist Usage
After all the set up, then the simple checklist of the Phenom 100 is used as reference to prepare for engine start. Engines are started one by one and are done by turning the engine nob to start for a few seconds and return to auto followed by monitoring the engine parameters. Immediately after engine start a series of "flows" are done to prepare for take off. Checklist is used to confirm the flows. Just prior to take off, a special "take off check" button is pushed and if you hear the lady saying "Take off OK", you are properly configured for take off!
Take Off
The biggest difference in the take off roll of a jet as compared to a propeller driven engine is the sheer power generated by the two P&W jet engines creating a massive amount of thrust.
Take off is usually done by full stop and applying full brakes, followed by throttles full forward to "T/O" position. Engines are monitored to N1 and then brakes are released. Keeping the nose fully centered, you call out:
- Air Speed Alive
- 70 Knots
- V1 (at this point right hand leaves the throttle and is placed on the control column since you are committed to the take off)
- Vr - Rotate
- Positive Rate - Gear up
- Climb out at 10-12 degrees
- V2 + 10 Flaps up
- At 1000' throttle back to "Cont/Climb"
and that's how you take off in a Jet.
Take off is usually done by full stop and applying full brakes, followed by throttles full forward to "T/O" position. Engines are monitored to N1 and then brakes are released. Keeping the nose fully centered, you call out:
- Air Speed Alive
- 70 Knots
- V1 (at this point right hand leaves the throttle and is placed on the control column since you are committed to the take off)
- Vr - Rotate
- Positive Rate - Gear up
- Climb out at 10-12 degrees
- V2 + 10 Flaps up
- At 1000' throttle back to "Cont/Climb"
and that's how you take off in a Jet.
Cruise & Descend
Cruising in a jet is simple once you get there. Jets like to fly in altitude and you should get as much climb as possible, even for relatively short distances. The fuel burn drops significantly at altitude and you don't really want to fly a jet below 25000'. The Phenom has a max ceiling of 41000' and is often flown at or near that altitude. Fuel flow can be less than half at this altitude compared to the teens.
While transitioning from 18000', standard altimeter is used and windshield de-icing is applied plus a few small checklist items. Climb is usually done at around 200 knots. The Phenom 100 has a sophisticated auto-pilot which for G1000 users is a slight upgrade to the standard GFC700. A major difference is the use of IAS. However, the Phenom does not have auto-throttle, so the throttle has to be managed carefully by the pilot.
A jet can get into overspeed very easily. Careful throttle setting is required at climb, level off and at descent stages to ensure you stay at the right speeds and do not get to max speed.
Descending in a jet comes at rapid fire speed. Given the altitudes, you are typically expected to descend through a standard "Arrival" which often means descending in a specific profile. This happens all too quickly and the pilot has to be specially aware to stay ahead of the aircraft or things get ugly fast.
While transitioning from 18000', standard altimeter is used and windshield de-icing is applied plus a few small checklist items. Climb is usually done at around 200 knots. The Phenom 100 has a sophisticated auto-pilot which for G1000 users is a slight upgrade to the standard GFC700. A major difference is the use of IAS. However, the Phenom does not have auto-throttle, so the throttle has to be managed carefully by the pilot.
A jet can get into overspeed very easily. Careful throttle setting is required at climb, level off and at descent stages to ensure you stay at the right speeds and do not get to max speed.
Descending in a jet comes at rapid fire speed. Given the altitudes, you are typically expected to descend through a standard "Arrival" which often means descending in a specific profile. This happens all too quickly and the pilot has to be specially aware to stay ahead of the aircraft or things get ugly fast.
Approach and Landing
Approaches in a Phenom 100 are done through standard profiles and should be flown in standard and stabilized fashion. Each approach has a standard profile which must be flown precisely to achieve the desired outcome.
Visual approach is flown in a full boxed pattern with downwind speed at 160 knots with one notch of flaps. Abeam the runway, gear down, flaps 2 and 140 knots. At base reduce speed to Vref+10 and on final fly at Vref with full flaps.
Precision approach is flown max of 180 knots toward IAF. At outbound leg, 160 knots and flaps1. Inbound leg (1 Dot) is at Flaps 2 and 140 knots. At Outer marker (glideslope or glidepath) capture, flaps 2 or full and Vref.
Non-Precision approach is flown in an identical fashion except at VOR/NDB marker you set Flaps 2 or full with Vref and start timing.
Circle to land approach is done with descend from intercept point at 140 knots and flaps 2 and maintaining that during circling unti abeam the desired landing runway. At that point, Flaps full and Vref + 10 until established on final at Vref.
Missed Approach is done by pressing the G/A button, applying T/O power and pitching up for GA attitude on the flight director. A simple flow is used and autopilot is engaged soon after.
Single Engine operation in approach and landing is extremely simple in a jet since there is so much power in one engine to safely climb with full weight in all but the most challenging (high altitude, hot weather) conditions.
Landing the Phenom 100 is somewhat different than a propeller plane in that you almost don't have to flare. The aircraft is flown all the way to the runway. Power is then reduced to idle just shortly before touchdown and a very slight back pressure is applied. This is where the difference with light planes becomes evident. A heavy jet like the Phenom 100 lands at typical weights of around 8500 pounds and speeds of around 100 knots. Thats a lot of momentum and if you are either too fast or flare too much, you will remain in ground effect for too long and can coast down the runway for a long time. Performing short-field landing in a Phenom requires precision flying and practice, but it can be achieved and mastered.
Visual approach is flown in a full boxed pattern with downwind speed at 160 knots with one notch of flaps. Abeam the runway, gear down, flaps 2 and 140 knots. At base reduce speed to Vref+10 and on final fly at Vref with full flaps.
Precision approach is flown max of 180 knots toward IAF. At outbound leg, 160 knots and flaps1. Inbound leg (1 Dot) is at Flaps 2 and 140 knots. At Outer marker (glideslope or glidepath) capture, flaps 2 or full and Vref.
Non-Precision approach is flown in an identical fashion except at VOR/NDB marker you set Flaps 2 or full with Vref and start timing.
Circle to land approach is done with descend from intercept point at 140 knots and flaps 2 and maintaining that during circling unti abeam the desired landing runway. At that point, Flaps full and Vref + 10 until established on final at Vref.
Missed Approach is done by pressing the G/A button, applying T/O power and pitching up for GA attitude on the flight director. A simple flow is used and autopilot is engaged soon after.
Single Engine operation in approach and landing is extremely simple in a jet since there is so much power in one engine to safely climb with full weight in all but the most challenging (high altitude, hot weather) conditions.
Landing the Phenom 100 is somewhat different than a propeller plane in that you almost don't have to flare. The aircraft is flown all the way to the runway. Power is then reduced to idle just shortly before touchdown and a very slight back pressure is applied. This is where the difference with light planes becomes evident. A heavy jet like the Phenom 100 lands at typical weights of around 8500 pounds and speeds of around 100 knots. Thats a lot of momentum and if you are either too fast or flare too much, you will remain in ground effect for too long and can coast down the runway for a long time. Performing short-field landing in a Phenom requires precision flying and practice, but it can be achieved and mastered.
An unforgettable experience
The three days of flying the Phenom 100 with Sven and JetAVIVA co-founders, Cyrus Sigari and Ben Marcus was truly an unforgettable experience. Not only did I enjoy every minute of it, but I managed to learn a tremendous amount in every stage as well. We performed many maneuvers such as slow flight, various stalls, steep turns, single engine operation, etc. We also encountered one of the most harrowing turbulence near Las Vegas followed by a rapid-fire visual approach in high cross-winds. All just too much fun to relate. I sure will be back soon to complete my training with the aim of going for my single-pilot Type Rating soon.
Learning to fly a jet requires you to operate at a higher level of professionalism and alertness and the JetAVIVA program trains you to fly like a true professional. It makes you a better pilot even when you have to step down to more humble machines which I will be doing very soon.
Pick up the phone and call JetAVIVA and book your dream today.
Learning to fly a jet requires you to operate at a higher level of professionalism and alertness and the JetAVIVA program trains you to fly like a true professional. It makes you a better pilot even when you have to step down to more humble machines which I will be doing very soon.
Pick up the phone and call JetAVIVA and book your dream today.