Your first jet rating.
Earned the Elite way.

The SF50 pairs a FADEC-controlled Williams FJ33 turbofan with a pressurized cabin, the Garmin G3000 touchscreen avionics suite, and an autothrottle — none of which appear on a piston aircraft. Training spends real time on these systems specifically, not just an airframe transition.

These topics are covered thoroughly during training, but the practical test itself does not require demonstration of autothrottle or Safe Return. Operations above FL280 are addressed within the curriculum, not isolated to the checkride.

RVSM is not a prerequisite for type rating training itself — you'll need it once typed and operating in RVSM-designated airspace with a compliant aircraft. Already completed RVSM ground training? That's perfectly fine too.

No. BasicMed caps out at 18,000 ft MSL and 250 KIAS. The SF50 routinely cruises up to FL280, so exercising PIC privileges at the aircraft's normal operating altitudes requires a standard FAA medical certificate — see the FAA's BasicMed page for the full eligibility rules.

After analyzing common training outcomes among SF50 pilots, we identified specific areas where targeted focus improves safety and proficiency — reducing automation dependency, strengthening manual flying, and sharpening task prioritization.

A Private Pilot Certificate with a current Instrument Rating. High altitude, complex, and high performance endorsements are issued during training if you don't already hold them.

Your instructor will issue high altitude, complex, and high performance endorsements during training if needed, per 14 CFR 61.31 — no need to arrange these separately before your arrival.

Category is the broadest grouping (airplane, rotorcraft, etc.); class narrows that to single-engine or multi-engine, land or sea (14 CFR 61.63); a type rating is aircraft-specific and required for any turbojet-powered airplane. The SF50 needs one because it's turbojet-powered, not because of its weight.

We recommend getting comfortable with the Jeppesen charts installed in the aircraft's avionics. We generally steer away from iPad-based charts during flight to minimize task saturation and promote heads-up scan habits.

Thorough review of the Airplane Flight Manual (AFM) and Pilot Information Manual (PIM), plus familiarity with the Garmin G3000 avionics suite. See our full list of recommended study materials below.

Not with us. Part 61 training means you leave with a full, unrestricted type rating. The 25-hour Supervised Operating Experience (SOE) limitation under 14 CFR 61.64 applies specifically to type ratings earned entirely in a simulator, which is how Part 142 programs are structured.

OEM programs run under Part 142, a prescriptive, standardized curriculum that can't account for individual pilot background. Our Part 61 structure is proficiency-based — instruction advances when you demonstrate mastery — which, combined with our instructors' thousands of hours in single-pilot jets, makes for a meaningfully faster path to the rating. See our full Part 61 vs. Part 142 comparison.

We work with a network of highly experienced, independent Designated Pilot Examiners to conduct practical tests in the actual SF50, evaluated against the FAA's published Airman Certification Standards — ensuring a consistent, professional evaluation from training through certification.

Yes. Our program is independently insurance-approved and satisfies underwriter requirements for the "transition plan" most jet policies expect — combining ground and dual flight instruction. Read our full insurance guide for what underwriters typically look for.

No. Our program is independently insurance-approved and satisfies underwriter requirements. Many clients come to us specifically because OEM training slots are difficult to schedule.

Yes to both. Our instructors travel to you with the same curriculum and standards; transportation and per diem are billed separately. You can also train in your own SF50 at our KTTA facility, or rent one of ours at $2,250/hr (dry, in-air time).

We operate as an independent training provider — precisely why we can offer the flexibility we do. Elite has specialized in owner-flown aircraft training for nearly two decades and brings that experience to the SF50 community as a scheduling-friendly alternative to factory training slots.

The standard program is 8 days, full-time. Pilots who arrive with solid G1000/G3000 familiarity and instrument currency often complete it in 6 days — proficiency drives the pace, not the calendar.

Never. All training is one-on-one, with one dedicated instructor from start to finish. No shared classrooms, no rotation. The pace and emphasis are calibrated entirely to you.

Absolutely. Many clients use Elite instructors to expand their operational envelope — busy Class B airports, mountain terrain, challenging weather profiles, and international routes — as a natural extension of their training relationship.