+ direct operating cost for however many hours it takes for the in-aircraft training.




All that small potatoes if one is able to put up the initial purchase price.

I get asked regularly by pilots contemplating the move up to a CJ or Mustang about the type rating process. It isn't an easy question to just answer with a canned response.

Typically - if you do your initial type rating at a sim facility - it is a 14 day course. At the end, you take a check ride in the SIM with a DPE and it is the ATP check ride. If you pass, you then get your ticket, along with a restriction that requires a mentor pilot for 25 hours of Supervised experience. This is a FAA requirement on your first type that is done in a SIM.

I am not personally a fan of getting the type in the SIM. Just my personal view. I don't have 14 days I can take off and go get it done, and I would rather have the real life experience in the plane. I think the costs are similar, but you are really out there doing it - which to me is important. Granted, you can't do some of the emergencies you would get in the SIM, but it is pretty good.

I have typed a few guys, and depending upon your piloting abilities, 3 days of hard flying is reasonable, if you have done a bunch of studying on the systems ahead of time. If you aren't good with avionics, or need help there, that can add to the time.

In my discussions with the Sim schools - the number one issue they encounter is avionics issues. I suspect that will be much less of an issue for Cirrus - they are basically using the same platform. That is a smart move.

The 61.58 is, in my mind, a great tool. I know Michael would rather go shoot approaches than pay a high DPE fee, but it is a gating tool for pilots that are not proficient. If we eliminate them from the pool, one would assume you would have a much lower accident rate - which I think is partly reflected in turbojet operations. You can still screw up, but at least you have to demonstrate once a year you know how to fly an approach, intersect a radial, and program a GPS without "help" from the instructor...

The type isn't that bad - but I know it stops a lot of people. I suspect Cirrus will make it pretty easy - as in easy to figure out - but you still have to have some skills!

-jason

This could be an opportunity to get an ATP on your ticket, albeit one that had a single engine restriction on it.

This could be an opportunity to get an ATP on your ticket, albeit one that had a single engine restriction on it.

For ever aircraft requiring a type rating the FAA establishes a FLIGHT STANDARDIZATION BOARD who reviews and approves the required training program and type rating checking requirements. The Cirrus SF50 training will go through such a review and a report will be published. The FSB recommends the course content and minimum training hours.

You can find all FSB Reports at http://fsims.faa.gov/PICResults.aspx?mode=Publication&doctype=FSB%20Reports You can look at the EA500 FSB Report at http://fsims.faa.gov/PICDetail.aspx?docId=FSB%20EA-500%20R2

The SF50 training should be easier and less time consuming then the Eclipse 500 or Mustang since it will not need all the V1 cuts and single engine maneuvers. I am sure there will be engine failures, engine restarts, cute pull envelope practice, emergency descents although they are pretty quick from FL250, various systems failures, engine fire, and IFR approaches. Without the ME work if you can fly instruments to ATP standards then the type should not be challenging to a proficient pilot.

Only the ME ATP has the increased training requirements. SE ATP is still pretty simple.

Only the ME ATP has the increased training requirements. SE ATP is still pretty simple.

Yawn. In many countries you get a type rating for every model, i've probably got 40 of them. It's no big deal. In a small plane like this it's just going to be part of your annual recurrent. Probably take 2-3 days.

Not to disparage your accomplishments in achieving a type rating. Well done.

I think it's a mistake to look at a type rating as an obstacle. It exists for a reason. It makes pilots better. Much better. Taking the time for an initial rating is worth every minute of it, even if it's for two weeks. Plus, the initial is a one time shot. Once you're done, you're done, and you'll know the airplane like you should. Pilots that look to short-cut training typically aren't the most proficient. Furthermore, a 3-day annual recurrent is the best thing anyone can do to continue their flying. Systems and limitations review, along with conducting normal and emergency procedures are things that every pilot benefits from, regardless of what you fly. The 3-day review keeps you on task. If you're unwilling to invest at least that much in training, then you might want to reconsider flying a high-performance airplane.

Whoa! Are these normal?

Whoa! Are these normal?

It may have been mentioned before, but does the SF50 have FADEC and auto-throttle ?

I think it is safe to say that, based on performance, the FAA could use the same type rating for the Eclipse and the SF50.....NR-JET.....Near Jet . The original CE-525 CiatationJet could fall under this type too. That's not to say I don't like the CJ....it suits the mission it was designed for perfectly and is one of the easiest jets to fly I've ever flown......it just ain't gonna win any races.

Ben,

You know you should leave the jet bashing to professionals like myself. A professional jet basher would have never excluded the original air slug ...Citation 500/501. Ever wonder why every citation500 has 10,000 hours on it ? It takes 10,000 hours to get anywhere in a C 500!

I know you have learned you lesson so I quit pounding on you now ! From now on I expect the very best behavior of you young man!

Here is some info sent to me on a sim only type rating course at Simcom for the CE-500 type rating:

We offer a 14 day course for the CE-500 Type Rating which is required to fly the Citation 500, 550, or 560 models. The course includes 40 hours of ground school, 16 hours of systems integration training, and 14 hours in the left seat of our full motion, level C, Citation 550 simulator. The price for this course is $17,600.

The regular 4-day Recurrent is $5,990.

The SF50 course will not be substantively less effort, and perhaps more. It takes 2 weeks to complete the CE-500 type rating with full time effort and substantial home study prior and during the course. Then you have to pass the check ride at the end to ATP standards.

If you don't show up with an absolutely solid instrument scan and know instrument procedures cold, especially SIDs, STARs, go home, you aren't ready.

Every year, you have to train on the procedures again and do a check ride again.

Did every SF50 depositor understand the commitment a type rating requires? I doubt it.

Mike C.