Frequently asked questions about our training
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Everything you need to know before the training - FAQ
Not sure what to expect? In our Q&A section, you’ll find practical information to help you decide and prepare for your training without worry.
Isn't it Better to Do Cheap Training at a Local Club on an Older Czech Aircraft with Classic "Gauges" and then just Retrain?
Training directly on a Cirrus aircraft in an audited Cirrus Training Centre with experienced instructors has undeniable advantages. You will get to know the aircraft and its systems and Cirrus procedures perfectly during basic training. No major retraining is required. Your flying will be much safer thanks to the experience directly on the Cirrus type and your eventual training for instrument flying will be much easier and more efficient. You will concentrate only on instrument procedures. Your future flights will be much safer. This important factor will be especially appreciated by your family, who will feel much safer. The Cirrus Approach Portal, the material part of the aircraft and the iFOM – electronic Flight Operation Manual – are used for training from the beginning. The instructors are standardized according to the TCI (Training Centre Instructor) course of the Cirrus Aircraft manufacturer to ensure the highest level of flight safety and training quality. It is generally true that the paper described is difficult to rewrite, therefore training in another training facility is not cheaper and not safer. From experience, we can recommend intensive training at Cirrus, where the student spends a full day or several days in a row just flying and not dealing with work issues. This has a major effect on the safety and quality of the training and simplifies later training.
Do I Need to Have a Pilot's License?
You do not need to have a pilot’s license as an owner, we will be happy to offer you a trained safety pilot or instructor as part of the CIRRUS WORRY FREE OWNERSHIP. You can also have your own “coachman” , a family company pilot who will look after your aircraft and fly with you as you require.
What if I'm "from outside Prague"?
We operate several aircraft for “out of Prague” owners, either as an initial support until they get the necessary licenses, learn to take care of the aircraft independently or until we train a pilot for them. However, we also have aircraft permanently based in Pribram and we always pick up the owner at his/her place of residence, depending on the requirements. In the annual cost, the cost of the overflight is balanced by the professional care of the aircraft, the utilization of its spare capacity and the reduction of the annual fixed costs and the better price of fleet insurance.
Is it True that Smaller Aircraft Shake more and I'll Feel Nauseous? I Have this Experience from a Sightseeing Flight.
The majority of Cirrus aircraft cruise flights take place at an altitude of 2 – 3 km, where there is a minimum of adverse phenomena, and the flight is mostly as comfortable as possible. Turbulence is mainly due to the heating of the Earth by the Sun and the consequent radiation of the Earth in the form of updrafts, or in strong winds due to obstacle avoidance. This causes turbulence (swaying of the aircraft) when sightseeing flights are low to the ground. A pressurised cabin is not even needed for normal cruising flights. If it is necessary to fly high due to icing, thunderstorms or turbulence, it is possible to use oxygen cannulas for breathing oxygen, which are still quite comfortable.
I Heard that Cirrus Can't Land on Grass. Is that True?
Cirrus has all the procedures for SOFTFIELD LANDING AND TAKEOFF described in the flight manual. The Cirrus SR2X normally flies to grass airports with runway lengths of around 800 m, which is its advantage over large aircraft. It can be picked up or landed close to the meeting venue, saving valuable time you would otherwise have to spend travelling through the centre of a congested city or a long commute.
Is it True that Cirrus Has a Parachute Because it Can't Do Spins?
Cirrus has a CAPS parachute rescue system primarily for otherwise intractable situations, such as collision with another aircraft in flight or engine failure, in case of inability to land at an airport, especially in bad weather or at night. In the event of a crash into an unusual position, the FAA has recommended that the flight manual be modified to allow for corkscrew recovery in the conventional manner. Instead, it advises the use of CAPS in the event of an unusual attitude drop or corkscrew. The chances of an amateur pilot recognizing and selecting a corkscrew or other unusual attitude in time are very low. They occur low to the ground during takeoff or landing, with no chance of retraction. It’s all described in the book STALL and SPIN AWARENESS by Richard Stowell, where NASA test pilots flew corkscrews with small aircraft and also with the Cirrus. The Cirrus picks corkscrew by default like all normal aircraft from all modes. You can tell which aircraft have trouble picking corkscrew by the various flak, especially under the tail of the aircraft.
Is it true that a twin-engine plane is safer because the second engine can be flown?
This statement is only true in a two-pilot operation of professional pilots with regular six-month refresher training, where in the event of an engine failure, one pilot flies and the other troubleshoots. A normal non-professional pilot has no chance to safely handle a dead engine and to handle asymmetric thrust in the event of a power unit failure. The truth of this statement is evidenced by GA (General Aviation) aircraft sales statistics called the GAMA report. There is almost a 90% preponderance of single engine airplanes for custom corporate transport. Twin engine aircraft are used for training only. In general: second engine – second problem, double the maintenance/operating costs, double the likelihood of engine retirement. When you retire one powerplant, you have an extra “crate” of drag on the wing that the live engine has to tighten. Most twin engine aircraft, are not capable of flying on one engine at higher – normal cruise levels. They have to duck to give the second engine enough power, so they can’t fly over significant mountain ranges like other single engine aircraft. In the event of a Cirrus engine failure, you can use a rescue parachute system to bring you safely to the ground.
Are Diesel Engines more Advantageous? They Have Low Consumption and Cheap Fuel...
It’s true that diesel engines have lower fuel costs, but that’s where their advantages end. Diesel engines are developed from the Mercedes A car engine, with consistently high revs (about 3500 rpm on the shaft) and thus the need for a reduction gear to “slow” to reduce propeller speed. All types must have a turbocharger for sufficient power and even then their altitude characteristics are very poor especially when flying on one engine (approx 6000 ft). The more powerful twin-engine “diesels” do guarantee single-engine range to about 13,000 ft, but at the cost of 300 kg less takeoff weight. They all have a control unit called FADEC, which is often a source of failures and malfunctions because it has no backup (FADEC 2) or manual control in case of failure called “overcontrol”. The FADEC was also the source of a fatal accident when a voltage drop during landing gear closure caused it to assess the situation as an engine shutdown with the need to automatically engage both engines. The lower primary operating costs are outweighed by the significantly higher maintenance costs of the gear reducers (GO 300-600) and the inability to do a GO but having to replace with a new engine at a cost of 2/3 of a new engine at about 1200 to 1600 h. Their high weight causes front centering problems especially in twin engine aircraft. The water circuit required to cool the detonation engine is a potential source of failure in the event of a leak or spill. Diesel engines must be fueled with JET A1 fuel, which is not available at many small airports. They are generally said to be overengineered. The Cirrus has SMA DIESEL certification even under EASA, but its preponderance of disadvantages and small potential market did not ultimately lead to the start of mass production. The proof is in the GAMA reports, numbers of aircraft sold/delivered.
Is there Import Duty or VAT on the Aircraft Price?
If the buyer is a VAT registered entity and resident in the Czech Republic, the aircraft is taken over outside the European Union (in the USA by proxy), the price of the aircraft does not include transport (flight from the USA). The sale of the aircraft in the USA with the EXW trade clause, i.e. without transport, is not subject to VAT in the domestic market according to the current VAT Act. The import and clearance of the aircraft is carried out as part of complex services – the so-called DELIVERY PACKAGE (TRANSFER, TRANSFER, REGISTRATION…). There is no customs duty on civil aircraft according to the current laws. From a tax point of view, the operation of an aircraft is similar to a car, it is a means of transport with all the tax advantages that you can use as an investment and “business” plan.
How can the aircraft be financed?
Aircraft are well liquid commodities with little loss in value, so it is not a problem to finance aircraft from as little as 20% down payment for 5 to 8 years. It is important to finance with a company that understands aircraft and has experience. We will be happy to arrange financing offers with proven leasing or credit companies, and engage in financing as a business partner – importer or operator.
What is the Depreciation of the Aircraft? How to View Investment in Cirrus? How Does the Aircraft Depreciate?
The loss in value of Cirrus aircraft, according to analyses of price declines in recent years, has been around 20% over 6 years, including generational renewal with significant innovation (SR22T GTS G5-G6). Compared to the automotive market, this is a significantly lower price decline in the value of the investment, so it is money well invested with little decline in value. However, there are many factors that affect the decline that are hard to predict. Aircraft are the second depreciation group in the country. Depreciation is taken by some clients as a counterbalance to the loss in value of the aircraft. Most owners see an investment in a Cirrus as an investment in their precious time, which they can spend that much more with their family or relaxing and sleeping more in their own bed.
Do You also Import Used Aircraft? Is it Worth Importing a "Used one" like with Cars?
We do import used aircraft, but given the usually low price drop of Cirrus aircraft (5-10% first year), importing used aircraft is more or less pointless. Add to the US price the import/flight, EASA registration equipment, pre-purchase inspection process, completion of EASA mandatory bulletins, importer service and you get close to the price of a new aircraft. Add to the risk of importing “used” the unknown operating history of the aircraft (engine work, hard landings, etc.) and ev. maintenance by the owner pilot. In some states, private aircraft are treated as ultralights where the owner pilot can do the maintenance himself. Would you sit in such a plane with your family? Disappointingly, the condition of the aircraft is often inferior to the photos. You can configure the new plane to your own colors, know its history, have full warranties (min 3 years/1000hrs). Delivery times for new aircraft are in the order of months.
What if I Fly Little? What if I Don't Fully Utilize the Aircraft?
In case of low use of the aircraft, we will gladly offer you the use of the aircraft for our needs of demonstration flights, or instrument training, etc. in the form of rental. The aircraft are only flown by our standardized pilots/instructors. We do not rent aircraft publicly to maintain the highest level of safety and aircraft condition. It all depends on the agreed contract, which can be fully adapted to your needs or even modified over time. Another possibility is co-ownership of the aircraft. However, this option is rare with us, as the benefits of a smaller investment end on the first weekend of summer when both co-owners want to fly to the sea.
Can I Rent an Aircraft from You?
Leasing an aircraft to a third party for commercial purposes for conventional aerotaxi is subject to operation by legal certification and the issuance of an AIR OPERATOR CERTIFICATE (AOC). For single-engine piston aircraft this is more or less impossible, impractical (VFR DEN only) and uneconomical. All charters of piloted aircraft where the operator does not have an AOC are illegal according to aviation lawyers and the overseeing Civil Aviation Authority. Another issue is aircraft insurance, where the aircraft can only be used for purposes for which the operator has certification (e.g. ATO – FLIGHT SCHOOL). Otherwise, you risk having your insurance claim cut and being penalized by law.
What are the Advantages of Operating with You?
The benefits of operating as a dealer are undeniable, which is why we are now the second largest operator in Europe. Aircraft operated by us are maintained in “top” condition, We solve and analyze all (even the minor) defects with an efficient system of record keeping and troubleshooting in follow-up service. We have our own “fleet” manager, a technician with extensive experience in maintenance. Only pilots retrained according to the manufacturer’s curriculum and instructors standardized according to the manufacturer’s special training fly the aircraft. The aircraft, which are also hangarized by us, are handled only by handling specialists and instructors who always prepare the aircraft for the pilot or owner according to the specifications. We are fully responsible for any damages. Aircraft operated by us have the added benefit of reduced fuel costs or cheaper fleet insurance. In the event of maintenance or sudden failure, our advantage is a replacement aircraft. Another indisputable advantage is the possibility to reduce the annual fixed costs by using the aircraft on lease for our demonstration flights or training. If sold at a later date, an aircraft operated by a dealer in “top” condition has a higher resale value even after several hundred hours.
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