Flight Training - December 2014 - 34

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OWNING
THE DREAM

Getting your own private jet

Let's just say right off the bat
that most of us will never own
a jet, and that's OK. But some
of you will, which is good for
you and good for aviation.
Jets range in price from
about $500,000 for an old,
maintenance-hungry Cessna
Citation to $60 million or more
for a new Gulfstream G650. On
the saner end of that spectrum
are dozens of choices in the $1
million to $5 million range, both
new and used. Other than the
acquisition price, the biggest
cost in owning a jet is fuel.
Speed is pricey. Entrylevel jets such as the Embraer
Phenom 100 cost about $450 an
hour in fuel. The thirsty
Citation X blows about $2,100
an hour out the back of its
massive Rolls-Royce AE300
engines. Otherwise there is
regular maintenance, a bigger
hangar, and a hefty insurance
bill to contend with. That said,
us non-jet-setters will be green
with envy at your ability to
climb above the weather,
go coast to coast with ease, and
see the world from
more than six miles high in
the sky.
-Ian J. Twombly

34 /

FLIGHTTRAINING.AOPA.ORG

Eventually, it will be time to come
down from your perch and get ready to
land. As a piston pilot you didn't have to
worry too much about targeting a descent
rate so that you arrive at a fix at an ATCmandated altitude, but the jet world gives
heavy emphasis to vertical profiles. "Cross
JOCKY [airway intersection] at 10,000
feet," comes the clearance. But you're up
there at FL370. You have to lose 27,000
feet in-wait a minute, how far away is
JOCKY? The answer determines your
ideal descent rate, and thanks to your
integrated flight control system-found
aboard virtually all modern jets-the
answer pops up on your multifunction
display. Now call up a vertical navigation
(VNAV) function and your autopilot will
get you to JOCKY at the moment you
arrive at 10,000 feet. Because you've put
10,000 feet in your glareshield-mounted
altitude selector, your Phenom automatically levels off.

Does this sound like a lot of automation? You bet, but you don't do much
hand-flying in jets. That's because,
generally speaking, autopilots fly jets better than humans-especially in the thin
air high in the flight levels. So jet flying
means knowing your integrated flight
control system inside out. You'd better,
because standard procedure is to engage
the autopilot after takeoff, when reaching
600 feet agl, and to disengage it on the
final approach to land.
Tasks like losing 27,000 feet to hit a fix
80 miles away at 10,000 feet, then holding
at that fix, then flying a curved-path entry
to an RNAV GPS instrument approach into
an airport experiencing 200-foot ceilings
and half-mile visibilities is something you
just don't do in piston singles.
Descents pose other challenges for
jet pilots. Because they're slippery and
have plenty of power, jets can build a lot
of airspeed in descents. Here's another


http://FLIGHTTRAINING.AOPA.ORG

Flight Training - December 2014

Table of Contents for the Digital Edition of Flight Training - December 2014

Contents
Flight Training - December 2014 - Cover1
Flight Training - December 2014 - Cover2
Flight Training - December 2014 - Contents
Flight Training - December 2014 - 2
Flight Training - December 2014 - 3
Flight Training - December 2014 - 4
Flight Training - December 2014 - 5
Flight Training - December 2014 - 6
Flight Training - December 2014 - 7
Flight Training - December 2014 - 8
Flight Training - December 2014 - 9
Flight Training - December 2014 - 10
Flight Training - December 2014 - 11
Flight Training - December 2014 - 12
Flight Training - December 2014 - 13
Flight Training - December 2014 - 14
Flight Training - December 2014 - 15
Flight Training - December 2014 - 16
Flight Training - December 2014 - 17
Flight Training - December 2014 - 18
Flight Training - December 2014 - 19
Flight Training - December 2014 - 20
Flight Training - December 2014 - 21
Flight Training - December 2014 - 22
Flight Training - December 2014 - 23
Flight Training - December 2014 - 24
Flight Training - December 2014 - 25
Flight Training - December 2014 - 26
Flight Training - December 2014 - 27
Flight Training - December 2014 - 28
Flight Training - December 2014 - 29
Flight Training - December 2014 - 30
Flight Training - December 2014 - 31
Flight Training - December 2014 - 32
Flight Training - December 2014 - 33
Flight Training - December 2014 - 34
Flight Training - December 2014 - 35
Flight Training - December 2014 - 36
Flight Training - December 2014 - 37
Flight Training - December 2014 - 38
Flight Training - December 2014 - 39
Flight Training - December 2014 - 40
Flight Training - December 2014 - 41
Flight Training - December 2014 - 42
Flight Training - December 2014 - 43
Flight Training - December 2014 - 44
Flight Training - December 2014 - 45
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Flight Training - December 2014 - 47
Flight Training - December 2014 - 48
Flight Training - December 2014 - 49
Flight Training - December 2014 - 50
Flight Training - December 2014 - 51
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Flight Training - December 2014 - 53
Flight Training - December 2014 - 54
Flight Training - December 2014 - 55
Flight Training - December 2014 - 56
Flight Training - December 2014 - 57
Flight Training - December 2014 - 58
Flight Training - December 2014 - 59
Flight Training - December 2014 - 60
Flight Training - December 2014 - 61
Flight Training - December 2014 - 62
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Flight Training - December 2014 - 65
Flight Training - December 2014 - 66
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Flight Training - December 2014 - 71
Flight Training - December 2014 - 72
Flight Training - December 2014 - Cover3
Flight Training - December 2014 - Cover4
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