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.

jetAVIVA expands Jet Acceptance Service to include the Embraer Phenom 100, Celebrates 100th VLJ Acceptance

VAN NUYS, CA - December 30, 2008 - jetAVIVA, the leading VLJ Services firm, today began offering its complete inspection and flight test service for the Embraer Phenom 100. The company is also celebrating the completion of its 100th acceptance with the inspection of Citation Mustang serial number 159.

JetAVIVA's Jet Acceptance Service includes a pre-delivery flight test, using one of the most comprehensive flight test profiles in the business, followed by an 800-point technical inspection of the aircraft and a thorough cosmetic inspection. Aircraft performance is validated, all systems are tested, and handling qualities are evaluated. Production and registration records are examined.

Jet Acceptance Service for the Phenom 100 also includes delivery from Brazil, where the aircraft is manufactured, to North America. jetAVIVA assists with the importation process when the jet arrives in its home country. In all, the Phenom 100 acceptance, delivery, and importation process is anticipated to take approximately 10 days.

jetAVIVA's staff includes aeronautical engineers and flight test professionals. The company had its first Jet Acceptance Professional earn his Phenom type rating just one week after FAA certification of the aircraft on December 12th, 2008.

John Hayes, owner of Cessna Citation Mustang serial number 124, hired jetAVIVA to accompany him at his delivery. John says, “A new owner would be absolutely crazy to accept delivery of a new plane without jetAVIVA to help out. I was certainly delighted with their work.”

Current jetAVIVA Client Jon Gilbert says “I hired jetAVIVA to complete the acceptance on my Eclipse 500. I was absolutely delighted with their service. jetAVIVA will be by my side when I go to pick up my Phenom 100 from Embraer in 2009. Operators should not consider taking delivery of such a complex machine without a professional who is working on their behalf.”

Says jetAVIVA CEO Ben Marcus, “We have had the honor of helping over 100 light jet owners take delivery of their aircraft. Embraer's new light jet is very exciting and we look forward to helping Phenom owners bring their jets into service.”