Stepping up to a Turboprop (PA46)

[PrivatePilotDA40NG]

Hi,

I have some questions about training and licensing

Let me briefly introduce myself.
I have a JAA CPL+ME+IR and an MCC + Jet orientation
I also have an FAA PPL based on my JAA PPL, which allows me to fly IFR.
I have a complex checkout, because I fly an N-reg SR22.

Now I want to step up to an N-reg Piper PA46 Meridian (which is a 500shp turboprop). :8
My question is, what training do I actually require... It seems that I can get my PA46 checkout under JAA or FAA regulations it's up to me as the licenses are coupled up to Private Pilot level. :confused:

Now, the owner of the aircraft advised me that the insurance company requires 50 hours on the PA46 WITH an instructor. So maybe I can do this partly in a simulator?.. Or would this be different with my JAA CPL? The other pilots of the aircraft only have a PPL +IR.

As I already know a lot about the aircraft we are looking towards the cheapest/fastest solution.. But I don't have an idea where to start especially with the JAA/FAA....:ugh:

Kind regards

[corpus callosum]

Pretty sure you will need a High Altitude Endorsement too, if you are planning on using your FAA ticket. As the PA46 is pressurised.

Also not sure why a FAA PPL based on a JAA PPL would let you fly IFR?

[Cough]

Have a look at this (http://www.aaib.gov.uk/cms_resources.cfm?file=/GAF%20Nomad,%20N5190Y%2011-2010.pdf) AAIB report, with particular reference to licence issues raised.

The PA46 in EASA land has its own type rating shown here (http://www.easa.europa.eu/certification/experts/docs/oeb-general/List_of_Aeroplanes_--_Class_and_Type_Ratings_and_Endorsement_List-18122013.pdf). Hence, if what the AAIB suggest in their report is true, then you may need to put the PA46 on your EASA licence first.

I would boldly suggest that the easiest route around this potential issue (nb - I don't believe the AAIB solved it either way!) would be to get a standalone FAA PPL/IR...

[debiassi]

with an aircraft like that, you will no doubt wish to fly internationally so the best route forward would be to get an actual FAA ticket.
In that instance, there is no need for a type rating but there is only an insurance mandated requirement for training on type which is much simpler and far easier on the finances also.
You can attain the relevant training in the US and simcom would be the cheapest option or alternatively, if you have an Nregd P46T, then I have contacts who could issue the training on type both in the UK and in the US.
PM me if you need any assistance.

[muntisk]

In case of EASA/JAA, PA46 is HPA aircraft so you need atpl theory or HPA course.

[PrivatePilotDA40NG]

In case of EASA/JAA, PA46 is HPA aircraft so you need atpl theory or HPA course.

I do have my ATPL theory..
I know that for the FAA I would indeed require a high altitude endorsement.

[His dudeness]

Now, the owner of the aircraft advised me that the insurance company requires 50 hours on the PA46 WITH an instructor. So maybe I can do this partly in a simulator?

I`d guess its best to discuss that with the insurer. Get their opinion in writing.

IF something happens they tend to forget what they told you over the phone...

[debiassi]

Thats why with the FAA system, there is "An Insurance Mandated training Requirement"
This would also incorporate the high altitude endorsement dependant upon your training provider.
Under EASA, then the reference doc is FCL.700 and FCL.710

1 A single license endorsement for the Piper PA-46-310P (Malibu), the PA-46-350P (Malibu Mirage), and the PA-46-500TP (Malibu Meridian) aircraft has been
determined by the JAA.

2 Differences training which is not further specified, between the PA-46-310P (Malibu)/PA-46-350P (Malibu Mirage) and the PA-46-500TP (Malibu Meridian) aircraft
has been established by the JAA.

3 The Piper PA-46-500TP (Malibu Meridian) and the Jetprop LLC Piper PA-46 (Jetprop DLX) aircraft have been evaluated by EASA as variants requiring
familiarization training.

4 Difference levels for training, checking, and currency for the PA-46R-350T (Malibu Matrix) have not been evaluated and must be determined by the competent
Authority.

[AdamFrisch]

It's certified to 25000ft, so you don't need a high altitude endorsement.

[flyboyike]

It's certified to 30,000'. Also, re-read 14 CFR Part 61.31(g)(2) when you get a chance.

[mad2fly]

I can only go by what is in your post but an SR22 would not give you a complex endorsement. You could get your FAA CFI to give you a high performance endorsement but a complex endorsement would require retractable gear, controllable pitch prop and flaps.

Also, if you are flying an N reg. aircraft for hire you probably need an FAA commercial rating.

[S-Works]

I do this now as a side to my day job flying twin turboprops.

You will need the PA46 Type Rating on your EASA licence. If you are flying for reward you will need a FULL FAA CPL with IR. Depending on the particular aircrafts limits on altitude will determine if you need an FAA High altitude endorsement. Most of them are cleared above 25,000ft so you will do. You will also need a complex/high performance aircraft endorsement.

Most insurance companies require 50hrs dual time before allowing a new pilot to go solo. I do quite a bit of RHS time for this purpose.

I assume when you at you have and FAA PPL which is a 61.75 that allows you to fly IFR you have either done a full FAA IR or have done the IFP exams and an IPC? If not then you have a vanilla VFR PPL. It will say on the certificate the class such as SE land and then Instrument if you do.

[SR20flyDoc]

I went to Legacy Flight Training at Vero Beach. They have a full motion Avidyne P46T Piper Meridian sim. Did the 5 - day initial. For FAA you need;

at least PPL with IR, complex endorsement, high performance endorsement and high altitude endorsement.

For insurance; the 5-day initial training at an insurance approved company.

Negotiate with your company what you need after that. For me it is 35 hour in type with any other pilot with 500+ hrs, and IR and 3 take off and landings in a Meridian. But I have specific hours and experience so negotiate.

In EASA-land its very unclear what is needed.
PPL ? IR ? Typerating ?

In any case there is discrimination against EU-citizens, because non-residents don't have to comply ( like US pilots flying to EU airports) and a breach of ICAO rules by JAA/EASA ! :eek:

FlyDoc

[WTON]

Dear All,

I am looking for a PA46T POM, could anyone send me it to me?
Thank you for cooperation.