The Single-Engine Jet From Diamond

By Cyrus Sigari, Photos By James Lawrence

I want one. And if you're thinking about stepping up to your first jet in the next few years, you will, too, once you fly it. The Diamond D-Jet, which Diamond Aircraft is developing as its flagship product, represents what's likely to be the first Part 23, FAA-certified, single-engine, turbofan-powered jet in aviation history—the first to market in a segment coveted by many companies.

Why do I want one? Four reasons: It's fast, efficient, easy to fly, and has great ramp presence. It's the perfect first jet to get an aspiring jet owner/pilot up and cruising in the flight levels at speeds above 350 mph.

On the day of my test flight, I was to fly serial number 003, the most recently built of Diamond's three test planes. S/N 003 conforms aerodynamically to the production version, and thus, has almost identical performance to the future production aircraft. It's your typical experimental flight-test airplane, with the interior replaced by flight-test equipment and instrumentation. Additionally, due to the test nature of the D-Jet, Transport Canada (the Canadian equivalent of the FAA) requires that all flight crew wear a parachute and the full suite of survival gear.

I've had my eye on the D-Jet since Diamond announced the program three years ago, and I wasn't going to pass up an opportunity to fly it. So when Diamond President Peter Maurer asked, "Do you mind wearing a flight suit, helmet, oxygen mask and parachute?" I responded, "Sign me up!" without hesitation.

I suited up for the flight and then met with Diamond's experimental test pilot, Mark Elwess, who briefed me on the test area and general operating procedures for the test plane. After our preflight briefing, we walked out to the plane, did our preflight inspection and strapped into the D-Jet. Though it's not outfitted with a production interior, the cockpit was quite comfortable, with more than adequate forward and side visibility while sitting on the ground. After we completed our before-engine-start checklist, Elwess instructed me to turn the engine switch from "Off" to "Start"—pretty simple. At ground idle, the Williams International FJ33-5A engine was burning 84 pounds per hour, or about 12 gph at 24.7% N1. After we got the engine started, we taxied out to runway 15 at London, Ontario's airport. The weather for our flight was perfect: light winds out of the south, scattered cumulus clouds and a ground temp of 20 degrees C.

Cyrus Sigari (left) and Diamond's Mark Elwess (right) prepare to fly Diamond D-Jet S/N 003. Because the aircraft is still in the testing stage, Transport Canada requires all flight crew to wear a parachute and full suite of survival gear.

As I pulled up to the runway, I was instructed by Elwess to push the takeoff configuration button prior to calling the control tower. This button is pushed just prior to takeoff to ensure that the aircraft is properly configured (flap and trim positioning) prior to departure. If the aircraft isn't configured properly, a CAS message is displayed on the MFD. If you forget to push the button before throttle up, then the system automatically will complete the checks and post the CAS message.

After I got my takeoff clearance, we lined up, and I smoothly advanced the single thrust lever to takeoff thrust, then quickly began accelerating down the runway. I began my rotation at 83 knots and broke ground about 2,500 feet down the runway. Shortly after liftoff, I trimmed out for an initial climb of 165 KIAS, climbing at 1,700 fpm and burning 850 pounds of fuel per hour.

The D-Jet's climb performance was impressive. Climbing through 16,000 feet, we were at 175 KIAS (235 KTAS) with a 1,300 fpm climb rate, and we were burning 588 pounds per hour at ISA+10 degrees C.

Due to airspace restrictions, we were limited to 20,000 feet, which is short of the D-Jet's 25,000-foot service ceiling. At 20,000 feet, I allowed the D-Jet to accelerate to a max forward speed of 307 KTAS, burning 523 pounds of fuel per hour, or 78 gph. With a day that was 10 degrees warmer than standard temperature, and 5,000 feet below the D-Jet's "sweet spot," the aircraft was already outperforming initial performance targets.

The Diamond D-Jet is being built and assembled in the same London, Ontario, facility as other Diamond aircraft such as the DA40.

After hitting max cruise, I slowed the D-Jet to evaluate its handling qualities through a series of slow-speed to high-speed accelerations with the aircraft configured in various flap and gear configurations; no adverse or pilot-unfriendly conditions were evident. I was particularly interested in the D-Jet's slow-speed handling, and wanted to gauge how it would perform in the terminal area in the hands of a newly transitioning jet pilot. No surprises were encountered.

I also was curious to see how the D-Jet would fare during a 2-G steep turn at 60 degrees of bank. It may have been our speed, weight and atmospheric conditions—in any case, the D-Jet is the first jet I've flown that'll do a perfect steep turn with almost zero degrees pitch-up!

Diamond's legacy as a company that got its start producing motorgliders is clear and evident in the D-Jet. Coming out of 20,000 feet, Elwess demonstrated the jet's impressive glide performance. With power pulled to idle, the D-Jet's slick airframe and high-aspect-ratio wings kept us aloft for what would've been over 25 minutes, or an average descent rate of about 900 fpm. That's plenty of time to get an engine restarted in the unlikely event of an in-flight shutdown, or enough time to find an alternate landing spot if relight isn't an option.

The sleek airframe is complemented by a luxurious interior. Two exterior baggage areas offer ample storage, and the fold-down rear seats accommodate big items in the pressurized cabin.

On our first landing, we planned to do a touch-and-go. Forward visibility during landing is excellent. With the flaps extended to the landing position, the deck angle changes by approximately seven degrees nose-down, as compared to the flaps-up position during straight-and-level flight. On our approach at an 85 KIAS Vref with power stabilized and on a three-degree glideslope, the sight picture of the beginning of the runway is directly in the center of the windscreen. This is a subtle, yet very important design feature of the D-Jet that offers its pilots a visually comfortable approach to landing.

Landing the D-Jet is a nonevent—cross the runway threshold at 50 feet, slowly bring thrust to idle, and wait for the plane to come home for a well-behaved landing. Currently, the test aircraft aren't equipped with the production trailing-link landing gear, which promises to provide pilots with even smoother landings.

As soon as the nosewheel touched down, Elwess retracted my flaps from landing to takeoff, and I applied full power, immediately accelerating back to our rotation speed and up for another circuit around the pattern. More of the same: stabilized on speed, in configuration for landing, thrust to idle at the approach end and smooth touchdown. As we pulled off the runway, I was convinced that the D-Jet was a solid machine.

The D-Jet's G1000 avionics system offers the largest displays in the aircraft's category.

As part of my introduction to the D-Jet, I had the opportunity to sit down and speak with Diamond COO Ken Harness. In addition to overseeing production at the London plant, Harness was tapped to directly oversee the design, certification, test and production of the D-Jet. From Harness, I learned what I had previously hoped to be the case: The D-Jet is a dirt-simple airplane—that's a really good thing. Diamond has employed one of the best airplane design practices out there, KISS ("keep it simple, stupid"), with incremental technological steps. Though Diamond took some technical risks in the certification of the D-Jet, it has done a great job of mitigating them.

Powered by a dual-channel, FADEC-controlled Williams International FJ33-5A medium-bypass turbofan engine, the D-Jet's engine control is as simple as it gets: a single thrust lever and a start switch. (The FJ33 also will appear on the D-Jet's single-engine competitor, the Cirrus Vision jet.)

One of the single greatest technical challenges Diamond has had to contend with, thus far, is its bifurcated engine duct design. Diamond made a significant commitment to making the D-Jet easy to fly by placing the engine's thrust line along the aircraft's vertical center of gravity. As a result, when thrust is applied or reduced, there's a relatively small, if any, change in aircraft pitch. Compare that to some of the other single-engine jet designs, in which the engines are placed above the aircraft center of gravity, sometimes requiring relatively complicated thrust-vectoring systems.

The cockpit ergonomics of the D-Jet are superb. Circuit breakers are hidden, yet easily accessed, beneath the outboard pilot and copilot armrests. The pilot and copilot audio panels are placed just forward of the outboard arm's resting location. The large GFC 700 autopilot control panel is centrally located on the glare shield. The FMS keypad used for entering flight plans into the G1000 is just beneath the inboard hand-resting position, adjacent to the single thrust lever. Diamond owners transitioning from a DA40 or DA42 will have an easy time finding their way around the D-Jet's cockpit.

The D-Jet has one of the most comfortable and ergonomic cockpits of the Garmin G1000-equipped jets currently in production, and it has the largest cockpit-screen layout, with two 12-inch PFDs and a 15-inch MFD.

Though the aircraft I flew didn't have a production interior, the mockup at Diamond's facility did have the final production configuration. Moving from the cockpit aft, you can't help but notice the width and height of the D-Jet cabin. The width behind the cockpit seats is as wide as a King Air 350 at just under 55 inches.

The D-Jet's aft seats are similar in size and comfort to those of a 7 Series BMW sedan, with bench seating for three. LED lights accent the sidewalls and the cabin. A work desk can be pulled up for the aft right seat. Sitting in the back seat, I could almost fully extend my legs without hitting the back of the pilot seats—a difficult accomplishment in most light jets.

The D-Jet truly is a "personal jet." It's not an overwhelming concept to own and operate this aircraft. Behind the D-Jet is a good company with a long-standing track record of producing good aircraft. Undoubtedly, there'll be challenges for Diamond to contend with as it marches toward certification (barring any future delays, Diamond expects to achieve this later in 2010) and production of its first turbine aircraft. Still, I feel confident in the company's ability to deliver the D-Jet to a market of hungry customers looking to step up to their first jet.

Diamond D-Jet photo gallery

Three More Phenom 100s to the US

On October 12, 2009, three brand new Embraer Phenom 100 jets arrived at Ft. Lauderdale Hollywood International Airport (KFLL) within 10 minutes of each other. The flight of three made the journey together from the Embraer delivery center in Sao Jose dos Campos, Brazil, where their owners and technical representatives from jetAVIVA accepted the aircraft. At the controls of each of the three airplanes were their owners, all of whom were type-rated in the Phenom prior to delivery. 

Accompanying the owners on the flight were Ben Marcus, CEO of jetAVIVA, and Marcio Lucchese, Manager of Phenom Acceptance and Delivery for jetAVIVA. These deliveries marked jetAVIVA's seventh, eighth, and ninth Phenom 100s accepted and delivered. jetAVIVA has accepted and delivered approximately one out of four Phenoms destined for North America, and has delivered the first EASA-certificated Phenom 100 to Europe.

Particularly noteworthy on this trek of three Phenoms, father and son Keith and Ryan Chistensen, the first two pilots type rated in the Phenom in all-simulator training at Embraer CAE Training Services (ECTS), piloted their own brand new Phenom on the delivery flight. Keith Christensen said, “What an adventure it was to be able to fly my new Phenom across South America and the Caribbean with my son sharing the cockpit with me.  We waited a long time for this and I’m sure glad we had the change to make the trip.”

On their way to the United States, the crews stopped at Gurupi, Palmas, and Belem airports in Brazil, Georgetown, Guyana, and St. Maarten, Netherlands Antilles (for two nights). After clearing customs in Ft. Lauderdale, the aircraft continued to their ultimate destinations of Santa Barbara, CA, Yuma, AZ, and Salt Lake City, UT.

Flight time for the journey was just over 19 hours. The aircraft performed admirably.

As a part of its strategy to support its customers in all aspects of placing light jets into service, jetAVIVA’s comprehensive acceptance inspection and delivery service includes flight test to validate performance, systems operation, and handling qualities, a ground inspection for structure, systems, and cosmetics, and a documentation audit prior to final delivery to the end user.

Light Jet Safety Review – Fuel Exhaustion

By Ben Marcus

Fuel exhaustion—known for a long time as a leading cause of accidents in light aircraft—is a real and present danger in turbine aircraft, even those operated by professional flight crews.  One recent accident in particular reminds us that this topic is especially relevant to light jet operators and pilots.

On the night of January 3, 2009, two professional pilots with a Part 91 operation were given a Citation II (N815MA) and what some would consider the unenviable task of flying from the Dominican Republic to Teterboro, NJ with an 11:00 PM departure on a night where much of the U.S. East Coast was blanketed in low IFR conditions.  The crew intended to stop in Wilmington, NC (KILM) on the way to TEB.  KILM is the northernmost customs stop permitted for use by flights originating in the Caribbean, and is generally the one preferred by corporate air operators destined for the Northeast. 

Perhaps because of an issue with the aircraft’s RVSM status or because of strong winds aloft, the crew of N815MA flew the Atlantic Routes at or below FL280, occasionally using FL270 wrong-way. Fuel was certainly not abundant as the crew began their first approach at KILM, and the weather was definitely not “with the plan.”  Faced with ½ mile visibility and a ceiling reported as 100 feet broken, the crew was unable to land after their first ILS approach to Runway 24.  Second and third attempts failed to present the runway in the pilots’ windscreen.  The crew decided to make a fourth approach, only to have the engines flame out on a downwind vector.  The captain stated later that the aircraft just “ran out of fuel.”

Using their GPS, the pilots turned towards KILM and aimed at the runway intersection shown on the moving map.  Around 50’ AGL, the crew spotted a row of lights and turned to parallel the row.  The Citation landed gear-up on the departure end of runway 6 and overran the pavement, coming to a stop in the middle of the runway 24 approach lights.  Amazingly, not one of the seven occupants of the aircraft sustained injury.

Where did things go wrong?  The investigation is still underway so we can only speculate at best, but it seems as though this accident was the result of an error chain that began with a case of “get-there-itis.”  Any pilot who has missed an appointment with U.S. Customs will probably be able to tell a story about his or her horrific encounter with bureaucracy.  Surely, the pilots of N815MA were dreading the thought of having to divert to a non-Customs airport, and the “better dead than embarrassed” mentality may have been in play.  Four approaches was three too many.

Situations like this demonstrate the need for strict adherence to one’s personal minimums (in this case minimum planned landing fuel) and decision-making rules.  Frankly, if you miss one approach and fuel is not abundant, it’s time to give up and go elsewhere.  Bear in mind that the accident flight was operated under Part 91…a Part 135 operator would not even have been permitted to attempt the approach at KILM in the first place. 

As an owner-operator of a jet, it is of utmost importance to understand the range limitations of your aircraft and to never fall into the “personal airliner” trap.  We cannot always complete our missions as planned and must be prepared to divert.

Light Jet Market Update

By Cyrus Sigari

There is no doubt that the light jet business is seeing a response to the generally positive economic news.  Q4 2009 has already proven to be our firm’s busiest quarter and we still have one more month to go. The pipeline of buyers is continuing to fill up faster than the rate we can support them with high pedigree aircraft at the pricing levels we are all starting to get accustomed to.

We are getting more and more calls of… “I’m ready to buy a (you name the plane). What’s the best deal?”

We’re also getting a lot of… “Sell my (you name the plane). I’m ready to take my hit and then go hitting on the way to an upgrade”.

The November UBS business jet survey released on the 16th of the month shows continued improvement (more specifically, reduction in deterioration) along most metrics used to measure the strength of the pre-owned business jet market.

This month’s rating was a 45, up from 43 and 37 from the previous two monthly reports.

Newer machines continue to be the first to go. 

Though most indicators show that we are quite a ways away from real GDP growth, owing to continued job losses, investors (future and present jet owners) are benefiting from continued cost cuts and resultant corporate profit gains across most sectors.  This impetus directly results in buyers making the call to get back in.

Mustang
Each month that goes by, the same lesson is pounded home. Good pedigree, appropriately priced Mustangs will sell in a matter of weeks; not months. jetAVIVA participated in all three of the pre-owned Mustang sales that were completed in the month of October, with three more under way in November.  Serious sellers are taking recent trade data, pricing accordingly, and getting aggressive about working with buyers to get a deal done.  A number of Mustang owners are seeing an opportunity to step up to larger Citations (CJ1 through CJ4) now due to substantial dollar for dollar discounts moving up hill.

Though prices are still down 20-30% from the market trading high, we’re encouraged by the rate of entry (and exit for upgrades) of the market. 

Phenom 100/300
Embraer continues to pump Phenom 100s out at an aggressive build rate. Over 100 machines will be flying by the end of the year. We continue to see strong interest for the Phenom 100, particularly overseas.  In the past week we received five offers on Phenom delivery positions that we have for sale.  With only a handful of delivered airplanes available for sale, the pre-owned market is relatively uncharted territory.

As we move to 2010, we expect the Embraer ramp rate to flatten out to allow for demand to keep up. CAE SimuFite has achieved certification on their simulators in Dallas, Texas, and Burgess Hill, United Kingdom, which relieves much of the training challenges Embraer was having with owner-pilots.  With many Phenom 100 owners having Phenom 300s on order and certification for the Phenom 300 expected by the end of 2009, we anticipate an increase in supply on the used Phenom 100 market moving into Q1 2010. With respect to the Phenom 300 market, there is still little to no trading occurring in that market for the simple reason that there are no delivered units flying around yet.  We expect that the end of Q1 2010 will reveal a different story.

CE-525/A/B/C markets
In the middle of writing this report, we were advised by our research staff that two of the best buys in the straight CE-525 market (pre-1999) went under contract, with both aircraft going in the $1.5M range.  This is exciting news.

The CJ1+ market remains relatively quiet with one trade reported in the last two months.  We expect the CJ1+ market to loosen when sellers on the 2006 range machines begin to release at the low $3M price point.

CJ3 continues to be relatively strong on the down cycle.  Most of the great deals on the market are gone.  However, with CJ4 certification and delivery around the corner, and many CJ4 position holders being CJ3 owners, we expect to see an increase in CJ3 available inventory as owners look to unload before stepping up to a CJ4. 

Segueing into the CJ4 market, there have been few trades with a healthy supply of delivery positions available for sale trading below retail. 

Outlook
From our internal data and through speaking with partner brokerage firms, December looks to be a busy month as well.  Buyers hoping to get their purchases in to meet end-of-the-year tax deadlines are getting more plentiful, which is driving markets up.   However, moving into 2010, brokers will have their work cut out for them moving the 600 or so pre-owned light jets currently available on the market.

Something Like A Phenomenon

Flying Embraer's first entry-level jet, the Phenom 100

By Cyrus Sigari, Photos By Jessica Ambats

There's a saying, "A plane usually flies like it looks." I put that to the test on Embraer's latest release, the Phenom 100. My first impressions of the Brazilian-made machine? It looks big, really big. It looks fast and sporty, with its sleek nose design and relatively short wings. It looks like a real-deal corporate jet, beyond a VLJ.

Phenom 100: By Ron Mohrhoff

Walkaround
My review started with a detailed walk around the aircraft exterior. I started at the door. Ask any aircraft designer what one of the hardest parts to design is, and you'll likely get the following answer: the door.

Embraer put a tremendous amount of effort into designing the Phenom's door, making those lucky enough to board feel as if they're getting into a Gulfstream, not a jet that costs a fraction of the price. A simple twist of the embedded door handle begins an impressive mechanical ballet as the massive airstair door, with perfect balance, lowers to the ground, providing access to the cabin.

The particular aircraft I evaluated was equipped with the optional premium passenger door, which includes stainless-steel supports that hold the door at the proper height, once deployed. The premium door also adds LED lighting to brighten up the airstair for those late-night entries. What's more striking is how well balanced the door is when you need to close it. It literally takes just your index finger to push up on the handrail and lift the door to the closed position—very impressive engineering.

As I walked toward the nose of the aircraft, it was hard not to notice the height at which the aircraft sits. The ground clearance on the Phenom 100 is about the same as on the Hawker Beechcraft Premier 1A. On the left side of the nose is the baggage area. Due to the location of systems in the nose, Embraer was challenged to put much useful baggage space there. With a total baggage capacity of about seven cubic feet in the nose, you're limited to a small handbag and/or chocks and engine covers in that space. The larger and more practical baggage space is in the aft fuselage, accessed beneath the left engine; it holds 53 cubic feet of space. There's a forward cabin wardrobe and seven cubic feet in the aft cabin lavatory cabinet.

The Prodigy integrated flight deck by Garmin provides pilots with graphical system status synoptics on the MFD.

The radome houses the optional Garmin GWX 68 radar, which provides both lateral and vertical profiling of hazardous weather. I am, however, a little surprised that an aircraft of this level and value has radar as optional (and not standard) equipment.

On the right side of the fuselage, I inspected the nose-steering linkage pin to ensure that it was connected. Unlike most light jets, the Phenom 100's nose-steering linkage can be disconnected, giving operators the ability to spin the nosegear 360 degrees, and making ground handling more versatile for FBO linemen. All three landing gear also require ground-handling pins as protection from accidental collapse when the ship's hydraulic system isn't activated. The Goodyear tires are pressurized to a surprisingly high pressure of roughly 170 psi, which contributes to the Phenom 100 being a little "skippity" on landing—more on that later.

Continuing my walkaround, I inspected the three pitot tubes powering three independent air data computers, along with the angle-of-attack sensor that provides data to the Garmin Prodigy system to display 1.3 multiplied by Vso or Vs (depending on the aircraft's configuration) on the airspeed tape, a handy feature that helps operators double-check their landing speeds.

The Phenom 100's nearly 450 mph top cruise speed can be partly attributed to its wing design. Due to its relatively low-aspect-ratio wing, the Phenom 100 gets good cruise speed efficiency, handles turbulence well and requires special attention during slow-speed flight. The Phenom 100 is equipped with a stick pusher that's activated when the aircraft reaches an angle of attack close to the critical angle of attack. When the stick pusher engages, the elevator control is pushed forward before the aircraft can reach a stall. Additionally, added to the upper surface of the wing are a series of two stall fences that help keep flow attached and aligned during slow-speed flight.

The ergonomics of the Phenom 100's roomy, airline-influenced cockpit provides for both a comfortable and easy-to-use environment for any flight crew.

The ergonomics of the Phenom 100�s roomy, airline-influenced cockpit provides for both a comfortable and easy-to-use environment for any flight crew.

The Phenom's wing and tail leading edges are protected from icing by silver-colored rubber deice boots. Because of the emphasis Embraer placed on fuel efficiency and low acquisition cost with the Phenom 100, keeping the leading edges protected by deice boots—as opposed to heated anti-ice "hot wings"—was an important design decision. The Phenom 100's two trusty Pratt & Whitney Canada (PWC) PW617F-E engines aren't robbed of nearly as much valuable bleed air when protecting the wings and tail as they would be with a hot-wing design.

The PW617F-E is the third 600-series engine that PWC has certified. The PW615F was the first, installed on the Citation Mustang, and the PW610F was the second, installed on the Eclipse 500. Because the general design of all three engines is almost identical, PWC was able to learn from the nearly 1,000 engines built throughout the 600-series to further improve on the PW617F.

The Phenom 100's engines are controlled by dual full authority digital engine control (FADEC) computers, providing full hot- and hung-start protection (a big benefit in avoiding the costly consequences associated with a hot start, which may cost up to $100,000). Starting the engines on the Phenom 100 is as simple as starting your car: Take the start selectors from the "off" position and twist them to the "start" position. That's it.

Designed by the folks at BMW, the interior is modern and functional. The aircraft has a roomy cabin with large windows and comes standard with four seats in a club-style configuration. The fully enclosed lavatory in the aft of the cabin comes standard with a flushing electric toilet; 110 VAC outlets under the passenger armrests can power laptops or DVD players.

Ben Marcus (demo pilot) and Cyrus Sigari grinning ear to ear after a great flight.

Put To The Test
For the test flight, I flew from Van Nuys, Calif., to St. George, Utah, and back. Sliding into the left seat, I got a chance to evaluate the business end of the Phenom 100—the cockpit. It comes equipped standard with the Garmin G1000–based Prodigy integrated flight deck. As opposed to a dozen or so other currently certified G1000-equipped aircraft, the Prodigy also provides complete synoptic system information, graphically depicting status on the MFD.

Prior to resting my hand on Embraer's signature "ram's horn" flight controls, I was a little skeptical of the design. With the natural resting position of the human hand being turned more inward rather than outward, however, I found the design to be very comfortable and effective.

After getting the engines started, getting clearance and plugging in the flight plan using the FMS keypad, I tested Embraer's electronic braking system. When pushing on the brake pedals, electronic signals are sent to the brake computer, which ultimately meters hydraulic pressure to activate the brakes. The synthetic force feedback provided by a series of springs located in the pedal assembly takes a little getting used to.

Once cleared for takeoff, I entered the runway, stood up the throttles to takeoff power, and listened to the meaty Pratts spool up to full power while holding the brakes. Upon engine stabilization and brake release, the Phenom leapt forward with a high rate of acceleration. With a takeoff weight of 9,800 pounds and a temperature of 20 degrees C, the Phenom quickly accelerated to the rotation speed of the day, 101 knots, using about 2,200 feet of runway to break ground. Climbing through 1,000 feet, I engaged the GFC 700 autopilot, brought the flaps up and ran the climb checklist. Once cleaned up, we climbed out of the Southern California sky at a stabilized climb rate of about 2,800 fpm at 200 knots indicated. Due to the short flight distance and crowded skies in the Southwest, the flight would be limited to FL290, which the aircraft reached in 13 minutes. Had I climbed all the way up to FL410, it would have taken a total time of 27 minutes.

The optional premium passenger airstair door includes chromed supports and LED lighting.

Once in cruise, I pulled power back to the cruise position and watched the aircraft accelerate to 393 knots, burning 966 pounds of fuel per hour, or 145 gph, precisely as advertised. Take the Phenom 100 up to FL410 on a standard-temperature day, and it'll cruise at about 340 knots and burn 520 pounds of fuel per hour, or about 78 gph, providing a significant fuel savings when flying at high altitudes.

As we transitioned from SoCal Approach and checked in with L.A. Center, I threw the controller for a bit of a loop. "Uh... what kind of plane is that you're flying there?" With only 20 Phenom 100s in North America at this writing, controllers, FBOs and pilots alike are all still getting to know this new little jet. By the end of 2009, Embraer expects to have about 100 Phenom 100s delivered. Not bad for the first full year of production!

As I continued along to St. George, I took some noise readings. The cockpit's noise level was fantastic; no headsets needed to speak to your copilot. The noise signature at cruise was measured to be 80 dB, and 81 dB in the aft cabin.

Before I knew it, it was time to begin the descent into St. George. Descending the Phenom 100, like any jet, requires preparation and planning. Due to high speed and high flying altitudes, it's not uncommon to start the descent 100 nm before your destination. Descents are commonly done at an Mmo of Mach 0.70 or a Vmo of 275 knots indicated (with true airspeeds reaching above 400 knots).

As I evaluated the arrival into St. George, I decided to shoot the LPV approach. Because of the momentum associated with an aircraft that has a maximum takeoff weight of 10,472 pounds, a slick airframe, no speed brakes, a gear speed of 275 knots and an initial flap speed of 200 knots, it takes a little work to get the machine slowed down for the approach. If you're not slowed down below 180 knots before you capture glideslope on an ILS or LPV approach, it will be difficult to slow the aircraft down. That being said, all it takes is a little planning.

I let the autopilot shoot the approach until 500 feet, disconnected the autopilot and went visual. Crossing the threshold, I brought throttles to idle, and brought the 100 in for my first Embraer landing. The trailing-link gear gently greeted the earth. As mentioned earlier, the combination of the high tire pressure and the electronic brakes takes a little getting used to on the ground and can cause the aircraft to skip around a little on landing. Once firmly on the ground, you can go to maximum braking and let the antiskid system quickly bring the Phenom 100 to a gentle stop. Fifty-eight minutes after departing Van Nuys, I pulled off the runway at St. George. Now that's fast.

Not only is it fast, but the Phenom is comfortable, high-tech, and has a great ramp presence. Embraer has hit a home run with its first entry-level jet, providing a great value to those who are fortunate enough to afford the $3.6 million price tag. The Phenom 100's initial entry into service has gone relatively well, with few issues thus far. When there have been issues, all of the early operators I've spoken to have had nothing but the highest praise for Embraer's responsiveness and customer service. With the 100's big brother, the Phenom 300, just around the corner (certification is expected later this year), I can't wait to see what Embraer has up its sleeve!

Embraer System Synoptics

Graphical depictions of system status ease cockpit workload

By Cyrus Sigari

The Prodigy flight deck in the Phenom 100 provides a number of innovative improvements over other G1000-equipped aircraft. One of the most notable is the implementation of system synoptic pages on the MFD, which displays graphical depictions of system status. The first light jet to implement system synoptics was the Eclipse 500, which had synoptic screens for each system displayed on the MFD through Eclipse's Avio system. With the Eclipse out of production for the foreseeable future, the Phenom 100 is now the only light jet that provides graphical system synoptic information to the pilot.

Previously, system synoptics were found only on aircraft that were tenfold more expensive than the Phenom. They provide the pilot with organized and easy-to-read system status. Displaying synoptics on an MFD significantly frees up space in the cockpit because only critical information is continuously shown (the "prettier" optional information is available should a pilot need it).

System synoptics become increasingly handy during adverse flight conditions when a system anomaly or malfunction has occurred. With the copious information displayed on the synoptic pages, an operator or mechanic can quickly diagnose problems that may otherwise take significantly more time to isolate.

As opposed to Eclipse's Avio system, which controlled system operation with a combination of the synoptic pages displayed on the MFD and electronic circuit breakers (ECBs), the Phenom's synoptic pages are, for the most part, "output" only. More specifically, with a few small exceptions, you can't control systems with the MFD; rather, the MFD simply depicts the status of each system. System control is still accomplished by more conventional switches located in the cockpit.

As both Embraer and its customers continue to build experience and confidence in the current layout and design of the Phenom's flight deck, don't be surprised if further improvements are implemented, putting full system control in the MFD.

Embraer, The Company From light aircraft to airliners

By Ben Marcus

Embraer is the third-largest aircraft manufacturer in the world, smaller than only Boeing and Airbus. The company builds airliners, military aircraft and business aircraft. Though its roots go as far back as the 1940s, Embraer was officially formed in 1969 by Brazil's General Command for Aerospace Technology (CTA), which remains immediately adjacent to Embraer's headquarters facility in São José dos Campos, Brazil. The CTA is a research and teaching institution that graduates thousands of highly talented engineers each year.

Many people think of Embraer as an airliner manufacturer, but in fact, the company has been building light aircraft since its inception. In the 1970s, Embraer built many Piper products under license. The first pressurized Embraer airplane was the EMB 121 Xingu, which was a twin-turboprop business airplane that first flew in 1975. There are still many Xingus operating in Brazil and in Africa. The company's first major airliner success story was the EMB 120 Brasilia turboprop, which entered service in 1985.

As the market for the Brasilia began drying up in the early 1990s, Embraer struggled and was nearly disbanded. Maurício Botelho, an investor, visionary and skilled salesman, is credited with saving the company. He led Embraer's privatization and investment in the ERJ 145 program, which was the catalyst for Embraer's rapid growth through the late 1990s and into the 2000s. Embraer has been aggressive with new product development, introducing the E-Jets series of 70- to 110-seat airliners in 1999. Customers include JetBlue, Air Canada and US Airways.

Embraer's entry into the bizjet market was the Legacy, a derivative of the popular ERJ series of airline regional jets. Today, Embraer's lineup of business jets includes the Phenom 100 VLJ and 300 light jet, the Legacy 450 and 500 midsize jets (in development), the Legacy 600 super-midsize jet and the Lineage 1000 ultralarge-cabin business jet, a derivative of the E-190 airliner.

From Cirrus To Citation

JetAviva puts its clients into the left seat of light jets

By Jessica Ambats. Photos By Jessica Ambats. Video footage by Sean O'Leary

Through my Lightspeed Zulu headset, I hear a confident voice: "Denver Center, Citation One Three Zulu Mike, vacating flight level 390 for 240, smooth ride." Our descent into Aspen marks the conclusion of a 703 nm, tailwind-blessed trip from Santa Monica, Calif., and aside from a 2,000-foot marine layer cloaking the Los Angeles Basin, we haven't encountered any weather-until now. It's IMC with moderate chop, and through breaks in the clouds loom the snowy peaks of the rugged Colorado Rockies.

Standard traffic pattern at KASE, which sits at an elevation of 7,820 feet on the southern end of a valley surrounded by 14,000-foot mountains, calls for aircraft to land on runway 15 and depart on 33.

But, today, winds are 310 at 18 knots, gusting to 28, so after requesting a circle-to-land approach on 33, tower clears our Citation Mustang for the circle. Swooping ski trails and majestic homes dot the white and green landscape below, but although I'm the passenger on this flight, it's hard not to notice the large mountain in front of us as we turn right base. "Pull up," commands the G1000 TAWS system. "Pull up!"

Marty Sprinzen (right) and one of his aviation mentors, Cyrus Sigari (left) of JetAviva.

Single-pilot jet operations in mountainous terrain at a high-elevation airport flying a nonstandard traffic pattern in turbulence isn't for the faint of heart. Throw in a screaming terrain alert, and it's enough to rattle the staunchest nerve. But my left-seater keeps his composure and, on final, methodically states, "In a position to land, flaps to landing," and maintains 94 knots over the numbers, extra airspeed for the gusty conditions.

Our touchdown is as smooth as any flown by a high-time professional pilot. But I'm not with one. I'm with Marty Sprinzen, who at age 57, embarked on his childhood dream of becoming a jet pilot. Until three years ago, he hadn't even logged his first private pilot training flight; today, he jet-sets between homes in Los Angeles, Aspen and New York. How did he get here?

Single-pilot jet operations in mountainous terrain at a high-elevation airport flying a nonstandard traffic pattern in turbulence isn't for the faint of heart.

Created by Cyrus Sigari and Ben Marcus in 2006, JetAviva is an innovative company that assists pilots with every aspect of owning and flying a light jet. The team has completed over 125 light-jet transactions and is able to offer objective advice while ensuring a hassle-free experience for customers.

"Our clients typically fall under one of two categories," says Sigari. "They're either retired, self-made business owners whose lifelong ambition has been to own and operate a light jet, or they're principals of medium to large businesses who use their aircraft extensively for the betterment of their business. The aircraft they're stepping up from range from Cirrus SR22s and Cessna Corvalises to TBM 850s and King Airs."

"It doesn't take superhuman skill to fly a light jet," says Marcus. "But it does take a tremendous investment in time, money and emotion." In 2000, a merger took place between Forte, a publicly traded software development company that Sprinzen founded, and Sun Microsystems, which valued Forte at $1.2 billion. "I was just in the right place at the right time," shrugs the Cooper Union graduate.

After soloing in a Cessna 172, he purchased a Cirrus SR22. "JetAviva set me up with two mentors, Craig Byrd and J. Robert Moss," says Sprinzen. "Mossy taught me how to fly a jet single-pilot in the real world. I've learned intimate details about the aircraft and its systems and the best techniques for operating my Mustang in different environments. JetAviva developed my maturity as a pilot in a way that I couldn't have done on my own."

JetAviva provides all of the services necessary to determine which type of light jet is best for a particular client. The company teaches the pilot how to fly his or her new jet and place it into service. Specialized services include an 800-point ground inspection and test flight on the day of delivery as well as a jet-familiarization training program. The company also offers aircraft acquisition consulting and assistance with the sale of a previously owned aircraft. (When Sprinzen was signed off in the Mustang and was reluctantly ready to let go of his SR22, all he had to do was sign the final sales paperwork; JetAviva took care of the rest.)

We're sitting at the one restaurant that's open for Sunday lunch during pre-ski season in downtown Aspen, reminiscing about the morning's flight. Sprinzen is giddy with excitement and texts friends with the proud news of the challenging circle-to-land accomplishment. The guy at the next table overhears the buzz: "You own a jet?" Sprinzen's eyes brighten, and it's as though the little boy from Brooklyn is here: "I flew myself here in it!"

Sprinzen is a prime example of how JetAviva can make jet dreams come true; a vision that Sigari and Marcus are passionate about. The best friends immersed themselves in aviation at the age of 12, both studied aviation-related fields, and while working for Eclipse, came up with the idea to start JetAviva. "Ben and I are 26 years old," says Sigari. "By no stretch are we veterans in the business; however, we believe in three key tenets: have fun, take care of every customer as if they were the last, and be the best at what we do. One of the unique aspects of our business is that all of our clients are fantastically successful people, both in business and in their personal lives. We spend a lot of time with our clients, and as a result, we learn a lot from them. We take the golden nuggets that we've seen help our clients, and try to apply them to our business and personal lives as well."

Our flight home from the Colorado Rockies the following day is uneventful. Today, Sprinzen is a far cry from where he was a year ago, overwhelmed during the training process. "I'm a perfectionist, and when I get into something, I get into something," he says. "I like the challenge of knowing something like the G1000 system really well, and making it do what I want, such as fly across the country. There were times when I was ready to give up, but now I love my Mustang and I wouldn't want to trade it for anything.

"The first time alone in the Mustang felt like my first solo flight all over again," the new jet pilot continues. "I was extremely focused for takeoff and climb, and then once established at cruise, I looked around the cockpit and cabin. I thought to myself, 'I'm alone in a jet at flight levels. Wow!'"

Top 5 Ways To Ease The VLJ Transition

By Cyrus Sigari

It was three o'clock on a Thursday afternoon when my cell phone began to ring. A friend, J.B., had just finished his third day of simulator training for his new VLJ. I knew what was coming. I could sense it before I even answered the phone. "Cyrus, I can't do this...this is too hard." I sat and listened to J.B. talk about why he should quit training, sell his plane and come home.

Transitioning to a VLJ is a humbling experience. If you're considering the transition, know that there will probably be a moment when you too will want to give up. This is normal. If the transition is approached correctly, however, a transitioning VLJ owner-pilot won't have to make the kind of call J.B. made to me.

Having helped dozens of individuals make the transition to one VLJ or another, I know that a smooth and fun transition can be had, but only with thoughtful, realistic planning and, more importantly, the right attitude.

1) Choose the right mentor. Too often, mentors come to the aid of newly transitioning VLJ owner-pilots after they've received a type rating. For a mentor to be truly helpful, the person should be brought in well before the transition process begins in order to help sculpt the transition plan. A mentor serves many roles: planner, coach, disciplinarian, adviser, teacher, friend and therapist. That's right-a therapist. You need somebody to talk to when you hit the point in your transition when you think, "There's just no way I can do this." The most important questions to ask yourself about a prospective mentor are: 1) Can I learn from this person, and 2) Does he or she have the experience required to teach me? You also need to get along with the person. If you can't readily communicate, there won't be any learning. Is the person enthusiastic about your flying success? Does he or she love teaching? Does the person know the techniques required to safely fly a single-pilot jet? Interview a few prospective mentors before making a decision. Pick the one who'll best help you develop the judgment and decision-making skills to successfully fly your VLJ.

In addition to a mentor, you need to get a support network behind you. This is an important step in the transition process. It's now very easy to find a support network through online owners groups. There's an owners group for each VLJ type flying today; for example, there are groups for the Embraer Phenom 100 (www.jetbrief.com), the Cessna Citation Mustang (www.citationjetpilots.com) and the Eclipse 500 (www.eclipse500club.org), to name a few.

2) Understand what's expected of you. Per the Federal Aviation Regulations, any turbojet requires the pilot in command to hold a type rating. In most cases, a type rating can be earned either in the airplane with a designated pilot examiner or through a Part 142 simulator-based training facility, such as FlightSafety International or CAE SimuFlite. Most insurance companies require owner-pilots to successfully complete a simulator course before they'll be insured. In either case, to successfully pass a type-rating program, you must pass a thorough checkride to Airline Transport Pilot (ATP) Practical Test Standards. Even if you hold a private pilot certificate, you'll be tested to the highest standards. Most of the Practical Test is focused on the applicant's instrument-proficiency skills. Part of your transition plan should focus on demonstrating fine-tuned instrument skills prior to arriving at a type-rating school. This can be done at your local flight school or with a trusted CFI. Under no uncertain terms should you arrive for your type-rating course without having polished up on your instrument skills beforehand.

3) Been there, done that. By far, the most effective way to ensure a smooth transition into a VLJ is to build time in type prior to beginning the type-rating process. This can be done in two ways. The first assumes that you take delivery of your jet before going to training. After taking delivery, work with a mentor in your jet before you go to type-rating school. The amount of time spent training beforehand varies from applicant to applicant, but on average, 15 to 30 hours of real-world experience in the jet can make a world of difference. If early delivery of your plane isn't an option, there are a number of companies that offer Phenom 100, Mustang or Eclipse aircraft for rent, enabling you to build experience with an instructor.

4) Be honest. Be truthful about where you are, and where you need to go. Fly with your mentor to get a sense of how much work you need. For most people, the biggest areas for improvement include checklist usage, autopilot and flight management system (FMS) usage, performance calculations and instrument proficiency. Once your mentor has the opportunity to assess your level of proficiency in the above categories and your previous flying experience, the person can help you lay out a comprehensive plan of action to get you type-rated.

5) Have fun! The challenge of owning and flying a VLJ is likely one of the principal reasons why so many people have chosen to take on the task. Making the transition should be an enjoyable experience. It should never turn into a burden. If it has, you should reevaluate your transition plan immediately - it's likely there was a wrong turn made somewhere along the line.

Friendly Skies

SPECIAL REPORT: 20 IN THEIR 20s

By FRANCISCO VARA-ORTA
Los Angeles Business Journal Staff

The Business Journal's annual report on young entrepreneurs, some of whom entered the working world while in their teens.

Ben Marcus and Cyrus Sigari met at age 12 at Santa Monica Airport while serving as cadets in the Civil Air Patrol, a U.S. Air Force-sponsored program that educates youth about aviation.

Their penchant for aviation-related business was first apparent when the two drew up their first business plan at age 14 – a charter flight service to Catalina Island.

"Once our parents found out, they told us to stop and hit the school books instead," Sigari recalled. "They were right, but we had the itch to get into aviation as soon as we could."

Ten years later, after both graduated from Purdue University in West Lafayette, Ind., the two created JetAviva, a company that brokers the sale and acquisition of light jets. The company also manages the factory acceptance and training of owners of light jets, mainly wealthy pilots who fly the planes themselves. Light jets are less expensive and smaller planes than the corporate jets that dominate the market.

"There are other aircraft brokers out there, but we like to focus on owner-pilots who fly their own jets," Marcus said. "But we do more than just buy/sell."

The milieu is a good match for them, as they can talk pilot to pilot.

"It's a market that we know has the potential to take off," Marcus said. "And we love seeing people get to experience private travel like we have."

Since JetAviva began in 2006, Marcus and Sigari, both 27, have done transactions involving about 100 jets with a total value of more than $300 million.

But the path there wasn't a direct flight nor was it a smooth ride.

After they finished college, they worked at separate companies, then reunited in Albuquerque, N.M., in 2004 at Eclipse Aviation, one of the first manufacturers of VLJs.

The seed for JetAviva was planted there, as the two saw how many people who were buying light jets.

Sigari and Marcus left Eclipse to come back to California to set up JetAviva in February 2006 and spent a month back at Sigari's parents' home devising a business plan. They pooled all their money and sought other investors.

But a shipping executive told them not to go the investor route, that way they could be their own bosses. So Sigari and Marcus took out about $250,000 on credit cards to get the business rolling. They were able to gain the trust of local high-income pilots, many coming to them for light jets through word of mouth, and the orders started to roll in.

The duo said the company will survive the slow economy because their high-income clients are wealthy enough to withstand the downturn; they're usually company executives and retired aviation enthusiasts looking for a new thrill. But they said they know how to weather a storm if it happens.

"There were days that Ben wanted out and days I wanted out," Sigari said. "But we counterbalanced each other: when he was down, I was up, and vice versa. So our friendship helped us survive and will continue to."

VLJs Are The New Cool

March 17, 2009
By Russ Niles, Editor-in-Chief, AVweb

Timing is everything, and VLJs are the right product for a recession, claim, well, VLJ salesmen. Cyrus Sigari of JetAVIVA and Randall Sanada of Jet Alliance claim the exodus from big business jets is filling the seats of the smaller aircraft. "It is still cool to own a VLJ," Sigari told the San Fernando Valley Business Journal. "It is not so cool to own a $20 million, $30 million jet." But busy execs still need to get around, and when current political correctness doesn't allow them exclusive access to an aircraft, charters are filling the void, Sanada said. He started Jet Alliance as a fractional ownership business but has expanded to provide charter service.

Sigari said it's now generally accepted that the high-volume, per-seat air taxi model that was supposed to provide most of the customers for VLJs has all but evaporated but the virtues that made the small jets attractive for that market have a new allure for cost-conscious business travelers. Sanada said it's a lesson that came too late for the CEOs of the Big Three on their now-infamous trip to Washington last year. "Had these guys flown together in a VLJ, it would have cost less than a tenth of what it cost in a larger plane," Sanada said.

jetAVIVA Founders to Speak at Inaugural Meeting of Citaiton Jet Pilots Association

jetAVIVA founders Cyrus Sigari and Ben Marcus will be speaking at the inaugural meeting of the Citation Jet Pilots Association (CJP) on March 14, 2009 in Carlsbad, CA. CJP is the premier organization of Cessna Citation owner-pilots. The three day inaugural meeting will include many seminars and social gatherings of the members.

Cyrus Sigari will be giving presentations entitled "Enlightening Engine Issues" and "Citation Market Status". Ben Marcus will be giving a presentation entitled "Citation Accident Review".

jetAVIVA is frequently called on as experts in light jet operations and the light jet market. Sigari and Marcus are both graduates of Purdue University's distinguished aerospace engineering and technology programs, both hold Airline Transport Pilot Certificates, and are both active flight instructors. They hold type ratings in Citations and other single-pilot jets. Together, the jetAVIVA team has participated in more than $300MM in light jet transactions. Sigari was also a principal engineer at Eclipse Aviation. Marcus formerly served with the National Transportation Safety Board.

For more information on Citation Jet Pilots, visit www.citationjetpilots.com.

Very light jet market thrives at Van Nuys Airport

By Mark Madler
San Fernando Valley Business Journal Staff

Three years ago the very light jet was going to change business aviation.

The four- to six-seat planes cost less to buy and operate than other private jets and were much quieter too. Media coverage contributed to an image of a time 10 years hence when a thousand small planes would zip around the country primarily as air taxis, a shared service that would drop the cost of private air travel.

Honeywell Aerospace forecast deliveries of very light jets at 1,900 by 2015 and revised the figure to exceed 3,300 aircraft by 2017.

The great expectations, however, never materialized.

Eclipse Aviation, the most well known of the VLJ manufacturers, filed for bankruptcy last year after making fewer than 300 of their Eclipse 500 jets. DayJet, one of the larger air taxi firms, ceased operations in September and has its fleet of aircraft on the market.

Despite these setbacks, the very light jet market thrives at Van Nuys Airport and other Southern California airfields serving general aviation. Divorced from the air taxi concept, the benefits of these jets focuses on the lower purchase and operating costs that give access to private aviation to those who otherwise couldn't afford it.

In that respect the expectations have been met, said Cyrus Sigari, co-owner of JetAVIVA, a very light jet brokerage and services firm in Van Nuys.

"It is still cool to own a VLJ," Sigari said. "It is not so cool to own a $20 million, $30 million jet."

JetAVIVA works exclusively with the small jets, giving assistance in the purchase, delivery and flying of the aircraft. It has put clients into the Eclipse 500 and the Cessna Citation Mustang. In March, the company takes delivery of what executives claimed is the first Embraer Phenom 100 very light jet in the U.S. to sell on behalf of a client.

Embraer is the latest player in the VLJ field - a field expected to grow in the next couple of years as other manufacturers - including Honda and Cirrus - receive certification for twin-engine and single-engine very light jets.

Not even Eclipse is totally out of the picture.

The assets of the company are expected to be bought by a new venture, EclipseJet, which includes as an investor Alfred Mann, owner of medical device and biotech firms in the Santa Clarita Valley.

By making these small, less-costly jets, the manufacturers create brand loyalty at an earlier stage. When the owners are ready to move up, these same companies will have larger planes waiting for them.

Cyrus Sigari, President of jetAVIVA, named Very Light Jet Editor of Plane & Pilot Magazine

VAN NUYS, CA - March 1, 2009 - Cyrus Sigari, co-founder of jetAVIVA, has been selected to head up coverage of light jets for Pilot Journal and Plane&Pilot magazine. Cyrus will be responsible for reporting on progress and news with emerging light jet aircraft as well as providing analysis of this dynamic market.

Mr. Sigari's company, jetAVIVA, has been at the heart of the emerging VLJ market since 2006 when the company was founded. jetAVIVA operates all production VLJ's and is expecting to take delivery of Phenom 100 aircraft early in 2009. Cyrus holds type ratings in both the Eclipse 500 and the Citation Mustang and has over 150 hours of flight time in the Mustang just in the last 6 months. In addition to Cyrus's current involvement with VLJ's he has a background in Aeronautics, with a degree Aeronautical Engineering degree from Purdue, Airline Transport Pilot rating, and a Certified Flight Instructor.

jetAVIVA Founders Honored by San Fernando Valley Business Journal

Ben Marcus, Co-Founder JetAVIVA, Age: 26

As a salesman and flight test engineer at Eclipse Aviation, Ben Marcus learned a lot of what can make a company successful.

But he also saw firsthand what missteps a company can make, such as how Eclipse, now under bankruptcy protection, could make airplanes but fell short in its customer service.

So when Marcus and long-time friend Cyrus Sigari started their very light jet management and services company JetAVIVA the pair made it a priority to treat their customers with a high level of respect and integrity.

"We are in business because of our customers' happiness," Marcus said.

A love for aviation was planted early for Marcus, who grew up next to the Santa Monica Airport. He and Sigari were in their teens when they drew up their first business plan - a charter flight service to Catalina Island.

It would take another decade until the pair founded JetAVIVA. In between Marcus graduated from Purdue University and worked in the flight department for United Technologies and then as a Cessna salesman before recruited to work at Eclipse in Albuquerque. An engineer by training, it was at Eclipse where Marcus received his business education. He saw first hand how to market, balance cash flow and bring in future investment.

The experience also planted the seed for JetAVIVA. Marcus saw how and met many people who were taking ownership of a very light jet for the first time and frankly needed some assistance.

JetAVIVA, located at Van Nuys Airport, started out as an aircraft management company but then expanded into other services, such as flight training and the jet acceptance service that Marcus supervises that will put an aircraft through its paces before the owner takes delivery. There are other aircraft brokers out there but JetAVIVA is unique because of its focus on owner pilots flying very light jets.

Jan Gerritse, who has purchased two jets with the assistance of JetAVIVA, called Marcus very trustful and a great instructor when he and Marcus flew one of the planes from Florida to New Mexico.

"He was honest with me about the risks," Gerritse wrote by e-mail from his home in The Netherlands.

His youthful age has never been an issue and Marcus is not aware of losing business because of it.

In fact, he finds his age to be a benefit because people like doing business with someone young and clients will take on the role of mentor.

"Anybody who buys a jet is typically an experience businessperson and all of our customers enjoy sharing (that experience) with us," Marcus said.

--- Mark R. Madler

Cyrus Sigari, Co-Founder JetAVIVA, Age: 26

Cyrus Sigari took an interest in flying that started in childhood and made it into his career.

Not that Sigari and business partner and long-time friend Ben Marcus had visions of great success when they started their company JetAVIVA. They did so because they liked to fly.

"The oldest picture there is of the two of us we are holding planes," Sigari said.

JetAVIVA, based at Van Nuys Airport, provides services related to very light jets - from acquisition to management to training how to fly the aircraft. Sigari leads the sales and acquisition practice with a team that has racked up $200 million in sales.

Very light jets can be operated by a single pilot and seat four to eight passengers. The advantage of their size and cost is to make them available to businesspeople who might not otherwise afford a private plane.

The world of private aviation is an exciting one, Sigari said, and by providing technical expertise and flight training he and Marcus get to do the "fun stuff" and travel the world.

"It is hard not to be motivated and not be successful," Sigari said. "The more we put into it the more we get out of it." With an engineering degree from Purdue University, Sigari went to work at Eclipse Aviation, one of the first manufacturers of very light jets started by former Microsoft employee Vern Raburn. Sigari was both on the engineering and sales sides of the company before leaving to take on the new challenge of JetAVIVA. (Eclipse filed for bankruptcy protection in 2008.)

Although lacking in any business experience or background, his time at Eclipse exposed Sigari to an entrepreneurial environment that would have been lacking at a larger company. So it was from executives from Eclipse and in the larger aircraft community that Sigari got advice.

"We took those golden nuggets and applied them to what we were doing," Sigari said.

JetAVIVA client John Hayes described Sigari as a high energy guy who came up with a clever idea of offering services to the owners of very light jets.

When he took delivery of his plane it was helpful to have Sigari available and to provide the initial training, Hayes said.

That Sigari has not yet reached 30 years old isn't an issue because of his knowledge of the planes and his flight experience, Hayes said.

"That contributes to a warm comfortable feeling in doing business with him in operating one of these jets," Hayes said.

--- Mark R. Madler

jetAVIVA introduces Experience Light Jets in the Embraer Phenom 100

VAN NUYS, CA - January 5, 2009 - jetAVIVA has announced that it is expanding its Experience Light Jets program to include the Embraer Phenom 100.

The company has been offering Experience Light Jets (ELJ) in the Eclipse 500 and the Cessna Citation Mustang. In response to high demand, the company will begin offering pre-type rating training in the Embraer Phenom 100 in March.

The ELJ program is built to allow pilots to achieve four primary goals:

• Become a safer jet pilot
• Gain experience in a light jet
• Excel during type rating training
• If applicable, help determine which type of light jet is right for the Client

ELJ is focused on the customer experience: fly when you want, where you want and concentrate on the areas you feel are of highest value. With jetAVIVA's flexible training programs, ELJ can accommodate both the experienced jet pilot looking for type specific training and the novice general aviation pilot looking for complete immersion in jet operations.

"As a Bonanza owner without any previous jet experience, I wanted to understand both the capabilities of a light jet as well as my own comfort level in flying one before deciding which airplane to move up to”, says Bill Stevenson, a jetAVIVA customer. “I completed the Eclipse 500 basic ELJ course in 2008 and am scheduled for the Mustang basic ELJ course in January. I plan on also flying jetAVIVA's Phenom 100 before making a decision about which jet to buy. This is a great way to take an 'extended test drive' and really see what these airplanes can do, and is excellent preparation for a type rating."

ELJ is offered in three packages: Basic, Intermediate and Advanced, providing 10.5, 25, and 45 hours of flight time respectively. All programs come with necessary training materials and ground school. Many clients find that their ELJ experience is helpful in determining which type of VLJ they would like to buy.

jetAVIVA's Ben Marcus published in AOPA Pilot Mageazine

Turbine Pilot: Jet set? Transitioning to single-pilot turbine operations.

By Ben Marcus

The age of the very light jet is upon us. Many manufacturers are promising exciting, new, technologically advanced single-pilot jets to be delivered over the next few years. From the first days of start-up Eclipse Aviation taking orders for its then $837,500 VLJ, many questions have surrounded the realities of owning and operating a VLJ. Chief among them has been the question of whether general aviation, nonprofessional pilots could safely and competently handle the transition.

By the end of 2008, Eclipse Aviation had produced more than 250 jets and Cessna expected to have 150 Citation Mustangs VLJs flying. Seeing these new jets at airports around the world is exciting, and proves that a smaller, less expensive jet built for owner-pilots can be—and, in fact, is—a reality.

These new jets have provided us with real information, data, and testimonials to begin to answer the question, “What does it take for an average propeller pilot to successfully transition to flying a jet?”

In the past year, I have helped more than 25 pilots transition to jets. In my role as chief executive officer and part-time instructor pilot at jetAVIVA, I have helped develop a Experience Light Jets curriculum and worked one on one with pilots transitioning from Cirrus SR22s, Columbia 400s, Piper Senecas, Cessna 414s, and Piper Meridians to jets such as the Eclipse 500 and the Citation Mustang. Folks, it's no cakewalk, but if you put your mind to it, you too can become a jet pilot.

The question I get asked the most is, “What are the biggest challenges pilots face when transitioning to very light jets?” These are the areas most pilots often find challenging when making the transition:

Automation. The most common problem experienced by owner pilots transitioning to the Citation Mustang is lack of comfort and familiarity with the Garmin 1000 integrated avionics system. This particular issue, however, is not isolated to owner pilots. During the 10-day type-rating course, a pilot must not only master the G1000 but also learn to fly the Mustang! Even highly experienced airline pilots transitioning to the Mustang have experienced difficulty completing this task. This is an acute example of a challenge for many new VLJ pilots—they are not just transitioning to the rigors of flying a jet, they are trying to simultaneously adjust to the world of flying a glass-cockpit airplane.

Our suggestion is to not do both at the same time. If you are planning a move into a G1000 VLJ (most manufacturers are delivering or planning to deliver with the G1000), you need a solid foundation of flying IFR with that system before you add the rigors of jet flying to the mix. Much more than just a checkout in any G1000 airplane, you need organized, professional, and thorough exposure to feel totally comfortable with instrument approaches, last-minute reroutings and holds, and simulated systems failures.

Related to the challenge of the glass cockpit/G1000 transition is the fact that, in single-pilot jet operations, the autopilot and flight management system (FMS) are not just convenient and helpful ways to ease pilot workload, they are critical and required for safe operation. Many GA pilots fly with a Garmin GNS 530/430, but have learned only enough about it to satisfy the most basic of their needs. To prepare for jet flying, pilots should be familiar with the most complex features and the fullest use of these cockpit systems.

Procedures, flow patterns, and checklists. This area of adjustment boils down to becoming a more disciplined pilot. Airline and professional pilots have always been required to follow strict procedures; adhere to the use of checklists through all phases of flight; and execute deliberate, memorized patterns as they move their eyes and hands around the cockpit. The good news is that none of this is difficult to do. The bad news is that, for many, it requires breaking old habits, and we all know how hard that can be.

Let's start with checklist use. When flying a jet, it's imperative that the checklist be used during all phases of flight. When a pilot does not regularly practice proper normal checklist management, pulling the checklist can create additional workload at the most inopportune times, like when intercepting a glideslope, lowering landing gear and flaps, starting a timer, and contacting the tower. However, pilots who have exercised the discipline of consistent checklist use are undaunted by the constant need to divert attention to the checklist and benefit from safer flights as a result.

A second checklist-related challenge for many new jet pilots is the integration of the quick reference handbook (QRH) into abnormal and emergency procedures. The QRH is a book of checklists easily accessible to the pilot, containing information and procedures for nearly everything that could go wrong (and will during training). Proper use of the QRH does not simply mean knowing where to find it and what page to turn to. We cannot forget to always fly the airplane first, navigating away from high terrain and other traffic, and then assessing the situation before grabbing the QRH.

Pilots can really help themselves prepare for this transition in two ways. First, they should practice emergency procedures in the airplane they currently fly with a focus on responding to each anomaly in a calm, collected, and unrushed manner. Practice pulling out, finding, and using the written checklist for each simulated emergency or abnormal situation. Second, pilots should start becoming familiar with the QRH for their type of jet well before they ship off to training.

If the QRH is already a familiar friend, it is much easier to learn how to comfortably integrate its use while flying a small jet. Almost all QRHs include some procedures that require the pilot to perform a series of steps by memory, without reference to the QRH. These items should be memorized prior to your first day of type rating training.

Flow patterns (or cockpit flows) should be thought of as tactile do-lists. This is a deliberate and consistent movement from one cockpit item to the next in a pattern so as to ensure that each item is attended to, properly and efficiently. Flow patterns only make flying easier once they are learned, but discipline and practice are essential in making good use of them. Chair flying your flow patterns until you know them cold will greatly ease your training and operation of a VLJ.

Instrument proficiency. There are two instrument flying challenges conspiring against pilots when it comes time to train and test for the type rating in a jet. First, most pilots have become accustomed to heavy use of the auto-
pilot, especially at times of high workload. This is, of course, a sound and appropriate practice, but to earn a jet type rating pilots must demonstrate the ability to hand-fly maneuvers and approaches, and to do so with equipment that has partially failed or while handling a simulated emergency.

The second challenge is that the type-rating checkride will be conducted to the highest pilot skill standards the FAA has set, the airline transport pilot (ATP) practical test standards. It doesn't matter if you hold a private pilot certificate or if you're an ATP, your checkride will be to ATP PTS standards. So, the new jet pilot is faced with the challenge of turning off the beloved autopilot and polishing some little-used instrument skills, all the while learning a new, fast, complex airplane and flying to a higher standard than he or she has ever had to meet. Get serious about your instrument skills as you prepare for the transition to a jet. Wean yourself off the autopilot and start hand-flying your airplane to ATP standards before you start the jet training process and you will greatly increase your chances of an enjoyable experience and a successful outcome.

All of this can seem formidable to pilots considering the step up to a VLJ. It shouldn't be. As you break down each of these challenge areas, all are relatively simple steps. Most important to the success of a transition to jet flying is dedication to preparation. Years of flying, perhaps in progressively larger and faster equipment, has not automatically prepared you for jet flying as a natural next step. That expectation leads to disappointment and frustration when training and being evaluated for a jet type rating.

Do an honest assessment of your proficiency and comfort with checklist-based operations, procedures-focused flying, the Garmin G1000 (or other applicable flight system) operation, and instrument proficiency. Knowing that you must perform at the highest level, put the necessary time and work into fully preparing for what may be the greatest thrill and accomplishment of your aviation journey—flying a personal jet.

Ben Marcus is cofounder and chief executive officer of jetAVIVA. He is a former flight test engineer for Eclipse Aviation and has logged more than 3,000 hours in 16 years of flying.