Personal Jet

Well, the easy answer is “Yes, we’re going to bring an owner-flown jet into the AirShares Elite Program.” The more difficult questions to answer are “When, which one, how much will it cost?” At this point,several key manufacturers haven't finalized exact plans, specifications, and timelines; in addition, new product introductions in the aviation industry seldom unfold as planned. This makes it difficult for us to commit to a specific AirShares jet rollout plan.

But we are committed to making it happen!

What we know …

VLJ break-in challenges -- Many Very Light Jets (VLJs) are still having major teething problems. Avionics systems are not yet fully functional, anti-icing systems are not yet certified, and flight operations such as night, IFR, and the flight-levels are not yet permitted. These problems, and others, will be rectified, but the general theme is that the VLJs are still in the development process even though some been stamped “FAA Certified.”

PJ vs VLJ -- Personal Jet (PJ) concepts are progressing nicely and several look promising including the Cirrus Jet, the Diamond D-Jet, and the Epic Victory / Elite. From our own look at the projects, certification dates on these PJs are probably 24-36 months out.

We continue to believe that PJs, as opposed to VLJs, will be the best products for the AirShares Elite program for several key reasons. First, while the VLJs operate in a performance and airspace envelope that is exponentially more complex than the present Cirrus SR 22 envelope, the PJs will operate in a more familiar envelope, making them a safer and more sensible option for the owner-operator. Second, we like the fact that the PJ concepts are extensions of their piston-powered brethren. The cockpit ergonomics, the low speed handling, and the flight characteristics, all should be very similar to the SR22.

Fuel burn -- Even though the PJ manufacturers haven’t promised or published any specific operating information on the aircraft, we can make some educated guesses about fuel flows and operating costs based on published engine data. We  expect that these jets will be far less expensive to operate than other jets, but by no means will they be “cheap to operate.” Jets like these will burn 450 to 550 lbs of fuel / hour (85 gph) during take-off and climb, and 300 to 400 lbs / hour (55 gph) during cruise. That is incredibly efficient for a jet, yet still nearly 2-3x as expensive per mile to operate as an SR 22.

What we don’t know …

Certification date – we are fairly certain that these planes won’t be certified in the next two years, but just how far beyond 24-36 months will these jets be? Trying to predict when a manufacturer and the FAA’s stars will align is not an easy thing. Estimated FAA certification dates are legendarily inaccurate, so this makes it difficult for companies like AirShares to publish a program timetable.

Price – Again, this is a difficult thing to predict, and typically price – even when stated by a manufacturer – has a way of creeping upward as an aircraft goes through the certification process. By nature aircraft designers are optimists, but the realities of engineering and physics tend to make aircraft heavier, slower, and more expensive than originally projected. We feel that the PJs will be 2-3 times as expensive as the SR 22, and somewhat less than the VLJs. Again, these will be phenomenal deals for jets, but still quite expensive for an owner-flown aircraft. The cost of an AirShare in a PJ, therefore, will be 2-3 times that of a comparably sized Cirrus SR 22 share.

Performance – Range, speed, and payload are un-published at this point.

Pilot and Insurance Requirements – New aircraft categories are typically “higher-risk” as viewed by the insurance underwriters. The manufacturers claim that the PJs will be as easy to fly as the typical single-engine predecessors. They ostensibly will have similar avionics suites, similar landing speeds, and similar stall characteristics. But they will also be faster, the will operate in the flight levels, and their will be more seats Underwriters will want to see a high-quality jet transition training program that includes concentrated work in high altitude physiology, high-altitude weather, airspace and regulatory, as well as jet-engine basics, flight-planning, emergency procedures, and pressurization systems. Further, they will likely require a private / instrument ticket, and 500 – 750 hours total experience. Depending on a pilot’s resume, they may require a formal “mentor” program for 25 + hours. Because of the higher hull values, and the “new” factor, insurance premiums may be anywhere from $40,000 to $60,000 per year. Again, not bad for a new jet, but still quite expensive.

Are you ready to fly the Cirrus SR22 and make your flying more effective? Call us today at 800-482-5411 or click here to have an AirShares Elite professional contact you.

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- Jeff K.