L-39 Driver
New Member
Not really trying to advertise anything here. What I’m looking for is feedback from real pilots with “real light twin” experience, as was stated in my first post. At this level, I’m only interested in what “other people” think.
For good reason.
First, as you know (because you read like an experienced pilot) not all “flying” can be (nor should be) lumped into the same category. Second, if you notice, I talk about flying “missions”, not merely flying. There is a mindset in the way I do things (most pilots bring some kind of "mindset") that goes back to my roots in my early training. That training included a matrix for risk management for every single mission flown, regardless of how easy the mission seemed on paper. That approach to flying, provides me with logical, physical and psychological protections.
Such a risk management matrix (what I call RM2) is on my computer and one of the things it calls for is a flight planning assessment of not only the legs of each mission, but the best possible “vehicle” (available to me) for the mission profile itself. Given the purpose behind these specific missions that I will be flying, a twin engine airframe typically comes up in my RM2 as the optimal vehicle of choice. Not that an SEL can't make the trip, but according to the way my RM2 is set-up, the twin is a better choice given the things I care about as PIC on these types of missions.
A quick study of risk management as it relates to statistical probability, will make it clear as to how and why any particular “value” (Light Twin) has a high instance of correlation given a specific target or goal for risk/reward ratios.
So, there is a method to my madness – though I have not gone into all the details on that level as doing so was not really germane to the topic, thus far. But, I do get your point about the viability of the SEL category.
Just to clarify. The SJ30-2 is bought and paid for – I’m waiting for my training slot and delivery date – for very long range missions mostly related to business. The L-39ZO will be just for pure fun (airshows and jet aerobatics) with a very small number of business trip missions. The Light Twin is the item undecided at this time and would be used for mostly personal (family) missions and some business missions.
I had hoped to stay away from older airframes and buy a brand new light twin. My original target airframes were the Epic Elite twin jet and/or the Maverickjets Twin CruiserJET. However, getting both of those airframes certified and delivered on-time, seems to be an issue and I’d rather not deal with a company having initial “deliver issues” on a new certified airframe.
According to the way I look at “risk” in flying, buying anything “new” already places the purchase in a tenuous state. But, I’d be willing to do it if the manufacturer’s certification process was managed by a very competent and capable cert-team with precious few serious set-backs related to major systems and/or major sub-systems/components (every new aircraft concept/project has some minor problems and I understand that).
Major problems that come up during the mature stages of the certification process, typically speak to something being seriously wrong with the finite element design model of the concept itself. It is good when designers catch them, but it does not build confidence in someone like me who values safety born out of good risk management design. It is a personal thing, I know. But that’s the way I operate my flights and safety is the mentality I bring with me to planning and decision making.
As far as the Phenom is concerned, I do like it and it has enjoyed a very good certification team/process. However, the SJ outperforms the Phenom on so many levels, that making the decision to go SJ was a breeze when considering the Phenom. The cruise speed and incredible range of the SJ puts it into a class all by itself at that MTOW level. We will be able to fly missions from California to Honolulu in the SJ with a very comfortable arrival reserve. You simply cannot do that in the Phenom – or anything else in the same MTOW envelope.
You have to step up to executive jets that are twice the size, twice the weight and twice the price and even then it outperforms many of those! I’m not over-stating the matter when I say that the SJ30 is (for now) simply revolutionary when it comes to Light Jets. Go check out the specs. She gives you a cabin pressure of sea level up to FL410 – that’s simply unheard up for a jet in this class. And, it has been certified for operations at FL490 – which is mind blowing when you really stop to think about it for an airframe of this type. And, as if that was not enough, she will carry 723 gallons of fuel. All of this comes SPC and RVSM Certified, to boot.
