Here’s a Glimpse at the Top of the Aviation Ziggurat

You’ve arrived. You’ve climbed the “dizzying progression of steps and ledges” to reach the top of Tom Wolfe’s towering, intimidating aviation ziggurat described in his classic book, The Right Stuff. You have joined the select few who regularly fly single-pilot, passenger-carrying jets.

And, yes, although every one of you FLYING spoke with honestly downplayed what you had accomplished, we envy you. We all wish it were us pushing the power levers forward and feeling sheer exuberance of the hard-to-comprehend-rate-of-takeoff acceleration before easing back on the yoke and launching—because no other word adequately describes a takeoff in a small jet—into the sky and watching the rate of climb read out in thousands of feet per minute. 

This Article First Appeared in FLYING Magazine

If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Flying a jet single pilot in weather and today’s complicated airspace isn’t for just anyone fortunate enough to have the financial wherewithal to buy one. While cubic money gets a single-pilot jet parked on the ramp with your name on the paperwork, it’s only the first of many challenging steps you must complete before hitting the start button on an engine that goes whoosh while sitting in the left seat with a type rating and single-pilot authorization to fly that machine with the regal title of PIC. 

Back in Issue 954 of FLYING Magazine, we did a deep dive into what’s involved in stepping up to turbine equipment and noted that FAR 61.31 requires obtaining a type rating to fly any jet as PIC. It means immersing oneself in a training program—and your insurer will probably require that it be simulator based—where you learn aircraft systems, avionics and automation, performance, flight planning, high-altitude weather, regulations and ATC procedures appropriate to operating in the high flight levels, and doing it all without help from someone in the right seat. After that comes a check ride to ATP tolerances with an FAA-designated examiner. 

All of that only takes place after you have made certain that you can obtain insurance to fly the airplane single pilot—start the search early; it’s not easy. We’ll disclose going in that an amateur aviator with a single-pilot type rating terrifies insurance underwriters even more than Army enlisted soldiers are scared by a second lieutenant with a map. The “fat wallet, thin logbook” syndrome is an anathema to the aviation insurance industry—it learned much by insuring warbirds. 

We interviewed six jet owners rated to operate their aircraft single pilot and do so regularly. All love their jets and are determined to fly them well and to keep learning. Each pilot expressed how enjoyable it was to hand-fly their jets. Each talked about the versatility of their jet—how its speed, range, and payload allowed travel that would not otherwise have been possible. 

Jim Kaas: Cessna Citation Mustang

Jim Kaas was happily flying a Beech Baron when a Cessna Citation salesman convinced him to “test drive” a Citation Mustang. He loved it.

Doing his homework, Kaas concluded that the per-mile cost would be about the same as the Baron. In short order, he contracted to buy serial number 0001, which had just come on the used market, arranged insurance, took the ATP written test, went to FlightSafety International (FSI) for training, passed the type rating, single pilot, and ATP check ride and was even more happily flying for business and pleasure in a jet. 

• READ MORE: Gulfstream Debuts Super-Midsize G300
• READ MORE: Report Projects Business Jet Market Boom by 2032

The most difficult part of the step up was that the other pilots in his class at FSI were “stepping down” from bigger jets and spoke what he called “high-altitude lingo” that he wasn’t familiar with and had to learn. 

What did make the step up easier was that Kaas was used to Garmin avionics, and the continual improvements made by the manufacturer over the years have steadily reduced pilot workload, making flying even more comfortable for single pilots.

In 2011 Kaas set up a Part 135 operation to bring in some income with the Mustang and began flying it as a crewmember on charters on occassion. With a range of over 1,000 nm, he can reach almost anywhere in the country he needs to go nonstop. He describes the Mustang as unbelievably reliable, comfortable (most of his flights are less than four people), and maneuverable as well as being probably the bizjet with the most easily accessible left seat due to the design of the flight deck. 

Interestingly, he said that in addition to the jet’s good looks, one feature he likes a lot is that the restroom is in the middle of the airplane, so nobody uses it, and its location means that the aft end of the cabin has a wide, comfortable couch popular with passengers. 

Kaas’ affection for his jet was apparent throughout our conversation. He highlighted that near the end, referring to the Mustang as “one of my best friends.” 

David Albin: Embraer Phenom 300E

David Albin told us that aviation has been a part of his life for over 60 years—and that he “grew up in the back of little airplanes.”

He has owned an eclectic selection of airplanes, including a Beechcraft Bonanza, Aerostar 602P, and Machen Aerostar conversion called the Superstar 700, which he said was fun to fly but terribly unreliable. He moved into turbine equipment with a Piper Cheyenne II and then owned and flew a series of Cessna Citations for some 25 years before buying an Embraer Phenom 300E for its Mach 0.8 speed, range, payload, and airstair door as well as its beautiful styling. He said that he had flown it from Miami to Aspen, Colorado, and had 1,100 pounds of fuel aboard on landing. 

Having some 5,000 hours flying jets single pilot, Albin prefers single pilot to two-crew operations and spoke highly of the Garmin avionics in the Phenom, mentioning that the periodic upgrades continue to reduce pilot workload and checklist tasks. With the swept wing, he said that you must fly the Phenom on speed, but it is easy to do. 

He told us that it took him about 75 hours to become comfortable in the jet. Insurance has never been a problem, and rates have dropped with the market and as he gained experience. 

Albin has flown his Phenom all over North America and parts of South America. He said that he’s in his 60s and that at some point single-pilot jet operations will not be the right thing for him, but he’s “been blessed to be able to do this.” 

Murti Hussain: Cirrus Vision Jet SF50

When FLYING researched the turbine step-up article in Issue 954, we noticed that several pilots making the upgrade from pistons to turbines were coming out of the Cirrus SR22. They told us that its combination of performance and advanced Garmin avionics that were similar to what was in the turboprop or jet they selected made the transition less challenging than it might otherwise have been. Murti Hussain is dramatic evidence that the design of the SR20 and SR22—particularly the later versions—facilitates the move to the Cirrus Vision Jet. 

Hussain started flying in April 2024 in a Cirrus SR20. He quickly obtained his private certificate, moved up to an SR22 turbo, and got his instrument ticket. 

He then purchased a Vision Jet and with 200 hours total time went through the Cirrus Vision Center and obtained his type rating. He said it was harder than he thought it would be, which is not surprising because although he is an instrument-rated private pilot, all type rating check rides are to ATP standards. 

Moving into a jet with 200 hours total time initially seemed to be a formula for a bad outcome until considering that for some 70 years the military has been successfully putting 200-hour pilots into airplanes that fly faster and higher than a Vision Jet. It’s always been a matter of training, and the commonality of avionics and flight deck design among the Cirrus line also plays a large role in making the transition to the top-of-the-line flying machine realistic.

Hussain told us that half of his flying is single pilot, mostly for business and as a volunteer pilot transporting puppies and dogs for the Pilots N Paws organization. He does like having another pilot with him as he told us that he is very cautious in his approach to operating the jet, even though it is substantially easier to fly than the piston SRs—and you don’t have to deal with the requirement for a boot full of right rudder on takeoff or a go-around. 

He also likes what he considers to be its incredible reliability—it’s not breaking something every few months as was the case in the piston airplanes. 

In our conversation, Hussain praised the design of the exterior, interior, and avionics presentation, calling them “spot-on,” and said the “cabin is phenomenal.” 

Robert Schick: Eclipse 500

Eight years ago, after owning a Beechcraft Bonanza, Cessna P210 and 340, and then a JetProp conversion of a Piper pressurized single, Robert Schick was looking for more capability.

He considered a Daher TBM but found what he wanted in the Eclipse 500. He described it as economical—as jets go—incredibly comfortable, responsive, fast and very stable, especially in weather, plus it has plenty of power to get out of ice. 

In the 900 hours he has flown the Eclipse, Schick said his normal missions were for business or going somewhere with his wife and two dogs. He described the jet as a fantastic four-place airplane. While it can hold six, he has kept it set up with only four seats to keep things comfortable. He plans on a range of 800 nm with reserves, which allows him to make most desired trips nonstop. 

Schick earned his type rating in the airplane and takes recurrent training annually in it. He pointed out that it is a jet, and it’s essential to have respect for its speed. The automation is quite good, although it does not have VNAV, so step-down approaches require attention, yet the workload has always been manageable. Insurance has never been an issue. He also praised the Eclipse owners organization, calling it a tight-knit, supportive group of people.

Call Sign ‘Gumby’: Pilatus PC-24

A high-time turbine pilot, on his second Pilatus PC-24, asked that we not publish his name for privacy concerns but said that when he started flying air-to-air photo missions he was given the call sign “Gumby” and that we could use that. He learned to fly in college and over the years has owned a Beechcraft Bonanza, Baron and King Air, PC-12, Citation CJ3, and two PC-24s. 

His current PC-24 is leased back to a Part 135 operator, and he flies it for charter about 100-150 hours annually and single pilot under Part 91 about 50 hours. Gumby told us that he likes flying to Part 135 standards with an experienced pilot because he is always learning something that benefits his single-pilot operations. He takes recurrent training every six months. 

Gumby said that the PC-24 allows him to take his family and friends off the beaten path for weekends and holidays. The large cargo door has facilitated many of those trips, especially as he can load bicycles without having to take off the wheels as he did in the CJ3. It also easily swallowed a pair of large office chairs when he helped a family member move.

He likes that the PC-24 can easily use 4,000-foot runways. He will use runways as short as 3,500 feet if the conditions are right. 

The large cabin makes for excellent loading flexibility, and he said that he has flown charters in it with “eight big guys and eight sets of golf clubs.” 

Gumby told us that jets were addictive (we fervently agree) and that he feels incredibly lucky to be in a financial position to own one.

Henry Wolfond: Embraer Phenom 300

Being enamored of aviation from an early age, Wolfond received his private rating when he was 17 and kept going. He owned a series of piston-engine airplanes while picking up ratings before moving into the turbine world when he purchased a Daher TBM 850 and put 1,400 hours on it over five years. 

As it became clear that stepping up to a single-pilot jet made sense, Wolfond narrowed the choice down to two—the Citation CJ3+ and Phenom 300. The Phenom won out, Wolfond said, because of its speed and range as well as a design from this century.

He leases it back to a charter operator to help with costs. As an ATP, he flies the Phenom as a crewmember on charters as well as single pilot for most of his own travel. 

His recurrent training program involves going to CAE twice a year, once for its integrated two-pilot crew training and once for training that is specifically for single-pilot operation. 

Wolfond had the airplane modified to allow conversion of the interior to an air ambulance configuration quickly and uses that to give back by making long-distance flights for ill patients as well as for organ retrieval. With the range of the Phenom, it regularly makes those medevac flights into South America and across the Atlantic. 

The Phenom now has 3,400 hours on it, and Wolfond told us that he can only recall two mechanical issues that delayed a trip. He said the reliability is far above that of any piston aircraft he ever owned. 

His experience with that dependability has given him the confidence in the engines and airframe to fly over the North Atlantic and not stress.

Plus, the jet is just plain fun to fly.