What do you need to fly a jet?
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What do you need to fly a jet?
Damn silly question, I'm sure, but ... If the day ever comes when the mem'sahib pulls her finger out and finally gets around to winning the largest roll-over ever in lotto history, and then sportingly offers me a choice of Citation or Gulfstream, will I be able to poll up at Pete's Perfect Planes clutching a bag of used readies ... and my PPL ?
Or would I need to (a) upgrade to ATPL or (b) employ stunning blonde ATPL ?
FF
Or would I need to (a) upgrade to ATPL or (b) employ stunning blonde ATPL ?
FF
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Giving this question the serious thought that it obviously deserves, I would suggest that to fly a jet, youwould need a fuselage of some sort, most definitely wings, perhaps a tailplane, various control surfaces and a cockpit with instruments etc. etc. Otherwise your jet won't fly.
You could choose the Thrust SSC approach and eschew the wings in favour of wheels (penny-pinching, I always thought) and settle for alarmingly fast taxiing of your jet, but the smart money is definitely on adding wings.
But if you want to fly a jet aircraft, you would need to have a PPL, instrument rating, multi-engine rating, get your type rating and satisfy any training requirement for multi-crew operations if the aircraft requires it. You would not have to get a CPL, let alone an ATPL, although in satifying all the above, you would almost certainly satisfy the requirment for a CPL.
People have flown Lear Jets on PPLs - and several Lears are certified for single pilot operation.
You could choose the Thrust SSC approach and eschew the wings in favour of wheels (penny-pinching, I always thought) and settle for alarmingly fast taxiing of your jet, but the smart money is definitely on adding wings.
But if you want to fly a jet aircraft, you would need to have a PPL, instrument rating, multi-engine rating, get your type rating and satisfy any training requirement for multi-crew operations if the aircraft requires it. You would not have to get a CPL, let alone an ATPL, although in satifying all the above, you would almost certainly satisfy the requirment for a CPL.
People have flown Lear Jets on PPLs - and several Lears are certified for single pilot operation.
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Multi engine rating
1000 hours (unless you can convince the insurance company otherwise)
A type rating course (Probably at Flight Safety or Simuflite)
6 take offs and landings with a Type Rating Examiner.
An instrument rating (fuel burn alone at low level requires this if you actually want to go places).
Forget the Gulfstream - it's two crew. You can get a single pilot waiver on the Citation (500,550 & 560 models) but the insurance requirements are even higher. (Approx 2500 hours)
1000 hours (unless you can convince the insurance company otherwise)
A type rating course (Probably at Flight Safety or Simuflite)
6 take offs and landings with a Type Rating Examiner.
An instrument rating (fuel burn alone at low level requires this if you actually want to go places).
Forget the Gulfstream - it's two crew. You can get a single pilot waiver on the Citation (500,550 & 560 models) but the insurance requirements are even higher. (Approx 2500 hours)
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You will almost certainly need differences training for pressurisation, retractable, etc.
If your jet is above 12,500 lbs (or the metric equivalent), you'll need the relevant licence (PPL/C it was in my day, but may be different now) and a type rating for the Citation or whatever.
You might also find it's a two-crew aircraft, in which case you'll need all that MCC stuff (not the cricket, the other one) and a friend who wants to play the same game.
Probably be a good idea to have an IR, too, while you're at it.
If your jet is above 12,500 lbs (or the metric equivalent), you'll need the relevant licence (PPL/C it was in my day, but may be different now) and a type rating for the Citation or whatever.
You might also find it's a two-crew aircraft, in which case you'll need all that MCC stuff (not the cricket, the other one) and a friend who wants to play the same game.
Probably be a good idea to have an IR, too, while you're at it.
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TKF - You only need an IR for the same reason you would in any other a/c; to fly airways / class A or for poor weather.
Its just you don't wont to be buzzing around at 2400 below the london tma in a jet.......
Its just you don't wont to be buzzing around at 2400 below the london tma in a jet.......
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Doesn't a turbine type rating check ride require you to demonstrate instrument proficiency to standards which would get you an IR? No doubt this is extremely complex in some jurisdictions, and not in others.
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I know someone who has done this, and while one doesn't need an IR legally, nobody will do the type rating unless you have an IR. They just say that you need an IR to demonstrate the level of technical expertise that's needed for the TR.
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Operating a corporate jet without an IR would be about as much use as a chocolate watch!
I was lucky enough to work as a Citationjet co-pilot as my first commercial job after several years instructing. Went on the thing alongside a 17000 hour skipper, I had nearly 2000 hours, fr. ATPL and 18 years experience as a pilot, and I was right with it until I let the brakes off!
It's a pretty big leap up from a piston twin or 'MCC course' Beech 200 sim. The CJ 'only' cruises at M .65 or so, up to FL410, but it's pretty easy to get yourself maxed-out when you've got 500 kts groundspeed, you're heading for TOD and you're behind the aeroplane.
Anyone contemplating flying one of these single-crew on a PPL and surviving gets my vote, for ball$ at least!
ST
I was lucky enough to work as a Citationjet co-pilot as my first commercial job after several years instructing. Went on the thing alongside a 17000 hour skipper, I had nearly 2000 hours, fr. ATPL and 18 years experience as a pilot, and I was right with it until I let the brakes off!
It's a pretty big leap up from a piston twin or 'MCC course' Beech 200 sim. The CJ 'only' cruises at M .65 or so, up to FL410, but it's pretty easy to get yourself maxed-out when you've got 500 kts groundspeed, you're heading for TOD and you're behind the aeroplane.
Anyone contemplating flying one of these single-crew on a PPL and surviving gets my vote, for ball$ at least!
ST
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I agree, not having an IR will seriously lilmit the benefit of having a jet as, outside controlled airpsace in the UK you are limited to 250 knots below FL100 (unless exempted by the CAA)
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Chilli
I was under the impression that in JAR land you need to have an ATPL to cover the High Performance Aeroplane requirement as there is no HPA material/test.
I have been looking into this a bit closer just in case I have move into that direction . (Would only be a King Air not a propa jet in any case)
I was under the impression that in JAR land you need to have an ATPL to cover the High Performance Aeroplane requirement as there is no HPA material/test.
I have been looking into this a bit closer just in case I have move into that direction . (Would only be a King Air not a propa jet in any case)
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I agree, not having an IR will seriously lilmit the benefit of having a jet as, outside controlled airpsace in the UK you are limited to 250 knots below FL100 (unless exempted by the CAA)
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wbryce,
You are entirely correct to remind us of those jets.
Doh, thought that this referred to jets as in business jets etc.
You can fly JPs on a PPL after you have had additional training according to the CAA syllabus (the number of which I do not know of the top of my head!)
You are entirely correct to remind us of those jets.
Doh, thought that this referred to jets as in business jets etc.
You can fly JPs on a PPL after you have had additional training according to the CAA syllabus (the number of which I do not know of the top of my head!)
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wbryce
unless they have a CAA exemption, yes they are limited to 250 knots below 100 - some ex military jets do have exemptions on safety grounds (usually the swept wing types Hunters etc) but I think the CAA usually makes conditions like must be under Radar Service etc etc
Now where did leave my L39...
Chilli - is there not a "jet class rating" like there is for turbo props?? Plenty of PPL's are flying jets so there nust be some system....
unless they have a CAA exemption, yes they are limited to 250 knots below 100 - some ex military jets do have exemptions on safety grounds (usually the swept wing types Hunters etc) but I think the CAA usually makes conditions like must be under Radar Service etc etc
Now where did leave my L39...
Chilli - is there not a "jet class rating" like there is for turbo props?? Plenty of PPL's are flying jets so there nust be some system....
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Evil J
Under JAR - pass. All my dealings have been with aircraft that require individual type ratings like the types the original poster suggested. The best person to speak to would be a certain Yak driver next time you're at the club (flies a JP). Another member there (C310) used to own an L29 - he'd know.
FD
JAR land schmar land 
I've not used that particular licence for 7 months now
Chilli - is there not a "jet class rating" like there is for turbo props?? Plenty of PPL's are flying jets so there nust be some system....
FD
I was under the impression that in JAR land you need to have an ATPL to cover the High Performance Aeroplane requirement as there is no HPA material/test.
I've not used that particular licence for 7 months now