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Aviation History
2004
2004-09 - 2096.PDF
Very light jets craft specific nature, it is tantamount to training a type rating, even though in the USA type ratings are only required for pilots flying anything over 5,700kg (12,5001b) take-off weight, and all jets. For Eclipse Aviation, builder of the Eclipse 500, customer training will set a new precedent for training with, starting with first deliveries of the seven-seat VLJ in March 2006. Training will include the use a combination of computer based training, flight training devices and actual time in the aircraft. Eclipse chief executive Vern Raburn says Albuquerque, New Mexico-based Eclipse will still have the final say in approving the customer for the aircraft. "We will not sell an aircraft to anybody who fails the training programme," he says. Raburn says that Eclipse will not insist on a minimum number of flight hours before training, but will require at least a private licence with multi-engine and instrument ratings as a prerequisite. All pilots wishing to purchase the aircraft will go through an initial evaluation com prised of a written and oral exam and check ride to determine if they can start training. Those who fail the evaluation will be advised to enroll in supplemental qualifications training to improve their level of proficiency. "That could be offered by UND, or we might recommend that pilots contact their local fixed-based operator for the training," says Raburn. "Recurrent training will also be offered, and mentoring will be provided on a case-by-case basis, with the number of mentoring hours to be determined for the individual pilot." Raburn says Eclipse will market the fac tory training programme as the preferred one, especially as the Eclipse 500 makes its way into the resale market. "Although any body can design and get FAA approval for a type-rating course on any aircraft, we will continue to offer a programme that will entice people to train with us," he says. In-house training Denver-based Adam Aircraft, builder of the A700 Adamjet, will offer FITS-based, in- house training for pilots of that aircraft, now set for certification in 2005. Adam is requiring candidates for training to possess a private pilot's licence with multi-engine and instrument ratings, and at least 500h total flight time. The training methodol ogy will follow one of three paths, based upon the pilot's experience, and an instructor interview. "A highly proficient pilot with jet expe rience will go directly on to the A700 for training, while an average pilot, who does not have previous jet experience, will begin in the Adam A500 twin piston," says example, will have a certificated maxi mum altitude ceiling of 25,000ft (7,620m), allowing US pilots in with a minimum of 300h of instrument flight rules experience to obtain a type rating with less difficulty than for a high-alti tude, fully pressurised jet. It is unclear yet whether Europe's disjointed pilots licensing will be as flexible. Similarly, insurance could be stum bling block. In the USA Eclipse has a four-year deal with Global Aero insur ers to reduce premiums on the Eclipse 500 to a level equivalent to that of a tur boprop for pilots having followed the training course. The company is negotiating with underwriters in London to ensure the same premium is available to European customers, adds McConnell. However, the level of risk is ultimately still decided by national courts in Europe, by precedents set for compensation. The Netherlands, for example, has high pay-outs and there is a fear that the cost of a single European insurance scheme could be pushed higher than necessary. Adam president Joe Walker. "Because the A500 uses a similar Avidyne FlightMax cockpit, the pilot will be able to transition directly into the A700. To get the jet type rating, all pilots will spend one week in ground school, and get 20h of flight time in the aircraft." Walker says that the third training path - for the least experienced pilots - will include initial training in the Cirrus SR22, then the A500, followed by the jet. Adam will include a post-delivery train ing component, involving mentor pilots. Walker estimates that this will add between 50h and 125h of training time, depending upon the pilot's experience. "The A700 training is unique, because the A500 is a very compatible transition air craft. The primary difference between it and the A700 avionics is the engine displays. Both aircraft have centreline thrust and sim ilar handling qualities," Walker says. He adds that the manufacturer has edu cated the insurance underwriters on all parts of the programme. "The major underwriters have agreed to provide cover age, including hull and liability," he says. "While the FITS-based training has helped, they also take note of the avionics, repairability, damage resistance, parts avail ability and pricing, and that we start with six factory-authorised service centres. We expect that number to grow." • Diamond for one is investigating fit ting ballistic parachutes to reduce insurance costs for owners. Because it is a new aircraft class with no simulators or training pro grammes available, Eclipse plans to offer training at its facilities. But since the aircraft will be approved in Europe six months later than in the USA, McConnell says he does not know whether the JAA can approve the train ing centre before aircraft certification, but he is confident that a solution will be found. Furthermore, Europe does not yet have an equivalent to FAR Part 135, licensing scheduled use of air taxis for shared owners. For this reason, frac tional-ownership programmes in Europe have adopted hybrid block charter or club-style programmes. While not ideal, McConnell says "peo ple are entrepreneurial and they'll always find ways around problems". Like other classes of aircraft that came before it, the VLJ will have to feel its way in Europe before finding its feet. www.flightinternational.com FLIGHT INTERNATIONAL 19-25 OCTOBER 2004 47
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