VISION CENTER: Training for the Cirrus SF50 Type Rating

“Fire, fire, fire!” I was climbing through 10,000 feet in the Cirrus Vision Jet, having just departed Knoxville (KTYS) and joining the SWIFFT TWO arrival into Nashville (KBNA). I moved the thrust lever to idle, pitched to 120 KIAS, and waited 15 seconds to see if the FIRE light extinguished, indicating a bleed leak rather than an engine fire. No such luck. At 15 seconds, I still had the FIRE alarm sounding so next was Fire Acknowledge Switch activate and push one of the two fire extinguisher buttons. This canceled the alarm, but I still had a problem: gravity.

Now the fun began. I fly gliders, and while the jet has a reasonable glide ratio, it wasn’t a sailplane. Knoxville was close, so I started to load the RNAV 23R back at the airport. My instructor, Joe Logan, then reminded me, “You do know you don’t have two engines.” Oops, I forgot I wasn’t flying a multi-engine jet. I was at the Cirrus Vision Training Center in Knoxville for my SF50 type rating.

I zoomed into the map on the Garmin G3000 map page and headed to Monroe County (KMIV), hoping to be at high-key at 3,000 AGL with low-key at 1,500 (abeam the touchdown). My delay would cost me valuable time and altitude, but I was determined not to try to stretch the glide with potentially disastrous results. On final it was clear I wouldn’t make it, however, the grass before the runway was smooth and after landing on it, I rolled up on the runway. At least the simulator didn’t indicate a crash with the red screen of death.

Thankfully, my subsequent attempt was more successful, with a nice landing back at Knoxville. The Williams International FJ-series engines have an excellent safety record and the chance of a fire is very remote. However, if this would have happened in the real jet and a safe landing wasn’t possible, I could have simply used two hands, grabbed the Cirrus Aircraft Parachute System (CAPS) activation handle and pulled. Another day in the bag in my pursuit of a Cirrus Vision Jet type rating.

Time for the Type
After flying and writing several articles on the Cirrus Vision Jet, I wanted to add a type rating for the jet and compare their unique training program to others I’ve completed. Having owned both the SR20 and SR22 and previously being an active Cirrus Standardized Instructor Pilot (CSIP), I was intrigued by the Cirrus training methodology since 80 percent of Vision Jet owners previously owned one of their singles. While some corporations and charters use their aircraft, Cirrus’ primary focus is owner-operators, specifically those transitioning from Cirrus piston aircraft.

With my turbine experience and type ratings, I was qualified to bypass some of the pre-training detailed below. Prior to my arrival, Tatiana Goldman with the Cirrus Training Department provided me with various manuals and access to their Vision Jet video training series on the Cirrus Approach website, the home of all of their courses. Tatiana was there to help whenever I had a question, whether regarding my schedule or questions about the local area.

The video courses totaled over 16 hours, divided into easily consumable segments, most less than 30 minutes in length. They cover related information such as radar, high altitude operations, meteorology, as well as Vision Jet-specific content. The courses also provide a basis of knowledge prior to the in-person training. The two weeks of training includes five days of ground instruction, five Systems Integration Training (SIT) lessons, five simulator sessions, and a check ride.

Cirrus is customer focused from the first contact through the completion of the course. They understand their clients extremely well, and since most are new to turbine operations and training, Cirrus works diligently to support their success. As you progress through the course, they adapt the learning modalities and sessions to ensure a full understanding of this unique aircraft and flying to ATP standards.

In my cohort of trainees, two of us had previous turbine experience, and three had none. But everyone had previous Cirrus SR22 flight time and definitely came prepared. My primary advice to anyone seeking their first type rating is to commit to advance studying and perfecting your IFR competency. This way you can devote energy and focus on the jet experience itself. If you are not prepared, the journey is more difficult, stressful and not as much fun!

John Fiscus, Pierce Lane and Joe
Hogan were our initial instructors – all working diligently to transfer as much of their knowledge to us as possible in five days. John and Joe are contractors with extensive experience with Cirrus aircraft, which proved invaluable in learning the operational use of the jet. Pierce has been with Cirrus for many years and is well-experienced with the Vision Jet.

Mark Woglam, one of my classmates and a new Vision Jet owner, impressed me with his comprehensive recollection of the memory items, motivating me to study harder during the course. Ulises Mones, a Cirrus Sales Director for Latin America and the Caribbean, also joined us to obtain his Vision Jet rating. Ulises is supporting a growing number of Vision Jets in his region. Even during the provided lunches, we learned about flying the jet from other students and instructors.

Just when we reached our absorption limit on the first day, we had our first exposure to the avionics using the Garmin G3000 Cockpit Procedure Trainers (CPT). It was a great opportunity to practice the procedure flows for operating the Vision Jet. The trainers are freely available for use by the students, and I took every advantage of them to practice for many additional hours. While I have flown and taught with the G3000 in various aircraft, the ability to explore more features with the Vision Jet was very helpful.

In addition to the desktop avionics trainers, Cirrus Aircraft offers two high-fidelity Level-6 FTDs with complete cockpits and visuals. While non-motion, they have nearly equal value, in my opinion, for training. Cirrus has integrated them well in its program along with the Level-D motion simulator and fleet of Vision Jets, offering flexibility that is not available with any other course. I’ve encountered simulator breakdowns during training for other type ratings. If that happens during the Vision Jet course, the instructors can transfer the lessons to the FTDs or even the jet itself. This is essential to keep everyone on schedule.

The second week centered on using the Level-D simulator and flying flight profiles (with a number of emergencies, of course). The simulator is great. I asked my instructor, Landon Palmer, to top off the tanks and instantly I had 296 gallons of Jet-A. While the focus for the check ride (evaluated to ATP standards) is on understanding aircraft systems, mastery of emergency responses, and instrument procedures, the simulator sessions also provide valuable scenario-based opportunities.

One scenario was a flight from Aspen (KASE) to Denver (KDEN). A low ceiling, warm temperatures and steep terrain made for a nice challenge. Even before starting the engines, it is imperative to evaluate aircraft performance under those conditions and the associated climb requirements. The LINDZ 9 IFR departure requires a minimum of 465 feet/nm to 10,000 MSL. I limited the Vision Jet takeoff weight to 5,300 pounds to achieve the required climb gradient.

Prior to departure, I configured the G3000 MFD with both a map and terrain (TAWS) – useful when flying in mountainous terrain. Climbing through 12,000 MSL, I heard a loud bang! I had a catastrophic engine failure with zero chance of an air start. The TAWS page showed I was above terrain, however, it was solid IMC. I steered towards lower terrain and with two hands pulled the CAPS handle.

CAPS is more than just the parachute and rocket. Activating it triggers several actions. The CAPS system, in concert with the autopilot, reduces the power to idle, then pitches the nose up to a maximum of 60 degrees (usually 30) if necessary for the deployment speed of 135 KIAS. The tractor rocket then launches from the nose, an ejector airbag propels the parachute free of the aircraft (attached to Kevlar harness straps positioned on the fuselage), the chute inflates, and the plane is stabilized – all within 15 seconds. You become a passenger as you (and any other occupants) safely descend at 1,560 FPM. With CAPS and Safe Return (the Cirrus emergency auto-land system designed with Garmin), you have almost all emergencies covered.

With my prior flight experience, Cirrus customized the training to include two training flights in the airplane in place of simulator sessions, which removed my Supervised Operating Experience (SOE) requirement after completion of the course. My instructors Landon Palmer and Matt Welch flew with me on the flights around Tennessee, which was a great opportunity to obtain more time in the jet. I kept reducing the throttle just to obtain more flight time. It was awesome to integrate the simulator training with flying the aircraft itself.

The Check Ride
After around 40 check rides, I can’t say they are my favorite flying activity, however, I do find them fascinating. Tony Hicks, a Vision Jet Technical Center Evaluator (TCE), met me at 7 a.m. and immediately put me at ease. When we were done with the ground portion of the practical test, I couldn’t believe we had spent two-and-a-half hours reviewing the airplane. I enjoyed all of it.
Tony offered me the option of completing some tasks, such as emergencies, air work, etc. in the simulator and the rest in the jet. So, we headed to the simulator, where we spent over an hour doing steep turns, stalls and a myriad of normal and abnormal events – complete with the usual engine fire scenario.

It was then off to the Cirrus Vision Jet for some instrument approaches at Knoxville. In many aspects the simulator is easier: no traffic, airport construction, or turbulence – just you, the plane and the examiner. On the other hand, it was a lot of fun managing other traffic, some light turbulence, and changing winds, while enjoying the excellent design, fit, and feel that Cirrus has become known for.

Five hours after we started, Tony handed me my new temporary FAA license with the SF50 endorsement. The two weeks went by fast. I was then fortunate to fly a Vision Jet home with a friend which allowed me to experience even more time in this versatile personal jet.

Training Program
Matt “Mutt” Manifold, a former Air Force F-16 pilot and General, is the Cirrus Aircraft Vision Center’s Director of Operations and explained to me they will complete 200 initial type ratings and 500 recurrent training events this year for the SF50 alone. With over 775 Vision Jet pilots trained to date and growing, that is an impressive accomplishment.

If you purchase a new Cirrus Vision Jet, each aircraft comes with an entitlement for an initial rating Cirrus Aircraft has built upon its highly successful delivery process for new SRs. The training department works with new owners to complete their training by the time they arrive at Knoxville to accept delivery of their new jet.

This proactive training process starts six to eight months before delivery. A Cirrus Aircraft instructor or CSIP can start working with the new owners to ensure their flying skills will serve them well flying the jet. They provide the customer with an instructor-led Flight Skills Assessment (FSA) at a Cirrus Aircraft center or customer location. This isn’t a test, just simply a way for Cirrus and the new owner to understand the owner’s current skill level.

Cirrus also offers a three-day Jet Readiness course to help owners prepare for the new flying experience. The training can be done at Knoxville or at their location. In the event they aren’t currently flying an SR aircraft, training can be done in their aircraft or a Cirrus-supplied SR22. This paradigm is very similar to what is done with the Eclipse Jet type rating courses and has proven to be a very successful model over the years. Since jets are typically flown on IFR flight plans and in airspace that may be new to piston pilots, such a readiness course is essential to increase the chance of success.

For purchasers of a pre-owned Vision Jet, the demand is so high for training slots that it may take some time to schedule. Cirrus Aircraft knows well in advance of new jet deliveries but may not know when a used aircraft changes owners until very close to closing, hence the potential delay. And if you are buying a new Vision jet, communicate with Cirrus early in the process to minimize delays. In the interim, qualified Vision pilots can assist new owners until training is completed.

Cirrus Aircraft’s JetStream program, which covers almost all maintenance from tip to tail, also includes recurrent training for the owners. This is commendable since it integrates training into their owner experience without having to consider it a separate item to manage. For pilots not covered by the Jetstream program, the Cirrus Training Department can also schedule their recurrent training. With such a high demand, it is highly suggested that pilots plan well in advance (even perhaps immediately after their last training event) to ensure a date. With Cirrus producing almost 100 jets this year alone, advance planning for training is highly recommended.