Single Engine Turbine question
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Single Engine Turbine question
Hi to everyone,
I was having a look to companies which operates single engine turbine, like the pilatus pc-12 or socata tbm 850, and I have a little that I couldn't solve reading the jar-fcl. Do you know if you have to keep current your sep to fly SET?
thanks in advance,
Rebagliato
I was having a look to companies which operates single engine turbine, like the pilatus pc-12 or socata tbm 850, and I have a little that I couldn't solve reading the jar-fcl. Do you know if you have to keep current your sep to fly SET?
thanks in advance,
Rebagliato
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Hi
No, you don't need to. Single Engine Turbine and Single Engine Piston "ratings" are separate.
I flew a 208 in Europe, years after my SEP lapsed (actually it was only valid for my CPL flight test).
No, you don't need to. Single Engine Turbine and Single Engine Piston "ratings" are separate.
I flew a 208 in Europe, years after my SEP lapsed (actually it was only valid for my CPL flight test).
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single engine turbine
Hi to everyone!
I have the opportunity to fly a TBM 850, and I want to know what are the requirements to fly it single pilot or multi pilot (even if only can log the time) in terms of flight experience.
Thank you in advance,
Reb.
I have the opportunity to fly a TBM 850, and I want to know what are the requirements to fly it single pilot or multi pilot (even if only can log the time) in terms of flight experience.
Thank you in advance,
Reb.
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Depends on the registration R........on an N you can do it without any further training or ratings. The insurance company will have requirements though.
On a G you would need a type rating.
On a G you would need a type rating.
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Thank you for the info.
I have seen in the socata web this document from the training department:
http://www.socata.eads.net/xml/conte...3/33303538.pdf
As far as I am concerned you need 500 pic to start the course (I have 400tt) Isn't that requirement too high? Anybody could help me with this doubt?
I also have the possibility to fly private. Would it change anything?
Cheers,
reb.
I have seen in the socata web this document from the training department:
http://www.socata.eads.net/xml/conte...3/33303538.pdf
As far as I am concerned you need 500 pic to start the course (I have 400tt) Isn't that requirement too high? Anybody could help me with this doubt?
I also have the possibility to fly private. Would it change anything?
Cheers,
reb.
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Try calling Socata...the requirement is probably there for a reason.
I've seen people with 400TT trying to convert to the PC-12. They have a hard time. And the TBM is not an easier aircraft IMO.
I've seen people with 400TT trying to convert to the PC-12. They have a hard time. And the TBM is not an easier aircraft IMO.
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I flew the TBM for a few years - great aeroplane. On a N reg there is no need for a type rating but insurers get a little nervous. The type rating course at Tarbes is excellent or was when I completed it. On the G reg you will need a type rating and yes you can fly it with less than 400 hours, the hours requirement is down to the specific insurer. The chap I operated the aircraft for was allowed to fly SP having completed the course with less than 400 hours.
The aircraft is fairly demanding SP and has caught a few people out on the go around. I still rate it as the best SE turbine on the market, superb to fly and out perfoms most multi engine turbine aircraft.
The aircraft is fairly demanding SP and has caught a few people out on the go around. I still rate it as the best SE turbine on the market, superb to fly and out perfoms most multi engine turbine aircraft.
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Re the TBM training.
In theory for FAA licence holders there is no 'rating' but it is more than likely that your insurance provider will require you attend a course. The JAR rating is a "class" rating (as distinct to a type rating)
This can be accopmplished at three locations.
At the factory in Tarbes, for both JAR and FAA. Min requirement for either is 500 hours pilot in command and instrument rating.
In Lauasanne Switzerland 'Air-espace' for JAR only, contact them as they will 'factor' your hours, ie - they are more flexible depending on your experience.
At SIMCOM in the US (Florida) FAA only and again contact them as they are more flexible on the requirements.
The major advantage of the TBM over the PC12 (IMO) is that it is much easier for single pilot ops - especially for those not flying on a daily basis.
Before you book a course always check with your insurer.
Hope this helps
In theory for FAA licence holders there is no 'rating' but it is more than likely that your insurance provider will require you attend a course. The JAR rating is a "class" rating (as distinct to a type rating)
This can be accopmplished at three locations.
At the factory in Tarbes, for both JAR and FAA. Min requirement for either is 500 hours pilot in command and instrument rating.
In Lauasanne Switzerland 'Air-espace' for JAR only, contact them as they will 'factor' your hours, ie - they are more flexible depending on your experience.
At SIMCOM in the US (Florida) FAA only and again contact them as they are more flexible on the requirements.
The major advantage of the TBM over the PC12 (IMO) is that it is much easier for single pilot ops - especially for those not flying on a daily basis.
Before you book a course always check with your insurer.
Hope this helps
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The major advantage of the TBM over the PC12 (IMO) is that it is much easier for single pilot ops ........
D
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Defen-
As you are aware 100 pilots - 100 different opinions.
I have flown both PC-12 and TBM and make no mistake both are fine aircraft, both solidly built, both with high quality control and both with excellent maintainability. TBM much faster, PC12 Cabin much bigger.
The training for both, (as we have discussed on this thread) although considered by some to be a little heavy - with respect to hours required - is a doddle with say the pre-entry requirements that an owner will have to accomplish to be able to fly his/her Eclipse 500 (for example).
TBM versus PC12 as a single pilot operation. The TBM is more manoeuvrable, considerably so, without compromising stability. Instrumentation wise the TBM is ergonomically designed for single pilot ops whereas the PC12 has the layout and feel of a twin crew operation, and indeed many of the PC12 operations you will see are twin crew operations. The flight envelope of the TBM is more expansive, - the pilot can fly it like at single piston speeds if he/he wishes or fly it at max performance.
The new 2008 PC12 'new generation' avionics certainly look impressive - if somewhat pricey - (the price differential between a TBM850 and PC12NG will then be over $1m !!!), but the big question is will they be a bit too complicated for the non-pro pilot' who is not sitting behind the controls on a daily basis. One might suspect that with this NG move, Pilatus are in fact consciously abandoning this market segment (the owner pilot)to Socata and will be concentrating their sales to twin pilot professional operators. Both Pilatus and Socata are pretty much sold out for the next year anyway.
Hope this helps.
As you are aware 100 pilots - 100 different opinions.
I have flown both PC-12 and TBM and make no mistake both are fine aircraft, both solidly built, both with high quality control and both with excellent maintainability. TBM much faster, PC12 Cabin much bigger.
The training for both, (as we have discussed on this thread) although considered by some to be a little heavy - with respect to hours required - is a doddle with say the pre-entry requirements that an owner will have to accomplish to be able to fly his/her Eclipse 500 (for example).
TBM versus PC12 as a single pilot operation. The TBM is more manoeuvrable, considerably so, without compromising stability. Instrumentation wise the TBM is ergonomically designed for single pilot ops whereas the PC12 has the layout and feel of a twin crew operation, and indeed many of the PC12 operations you will see are twin crew operations. The flight envelope of the TBM is more expansive, - the pilot can fly it like at single piston speeds if he/he wishes or fly it at max performance.
The new 2008 PC12 'new generation' avionics certainly look impressive - if somewhat pricey - (the price differential between a TBM850 and PC12NG will then be over $1m !!!), but the big question is will they be a bit too complicated for the non-pro pilot' who is not sitting behind the controls on a daily basis. One might suspect that with this NG move, Pilatus are in fact consciously abandoning this market segment (the owner pilot)to Socata and will be concentrating their sales to twin pilot professional operators. Both Pilatus and Socata are pretty much sold out for the next year anyway.
Hope this helps.
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I have around 800 hrs on the PC12. And 0 in the TBM. But to say the PC12 wasn't designed for optimum SP use is wrong. Every detail is geared towards Single Pilot. I've flown it both 2 crew commercially and 1 pilot privately, and nothing comes more natural. So, every pilot his opinion I guess...
And the performance of the PC12 is quite impressive. From a 500m grass field to FL300 with 6 people and luggage and then flying 1200NM...how does that compare to the TBM ?!
And the performance of the PC12 is quite impressive. From a 500m grass field to FL300 with 6 people and luggage and then flying 1200NM...how does that compare to the TBM ?!
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Top man CMN.........like I said the PC12 is a fine aircraft and to a professional pilot like yourself obviously not a handfull at all - either as twin crew or single pilot.
The TBM will do 508 meters grass, 6 passengers plus baggage, FL310, 1200NM...........................and 317KTAS.
The TBM will do 508 meters grass, 6 passengers plus baggage, FL310, 1200NM...........................and 317KTAS.
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CMN............chill man!! Depends on your yardstick of course. The TBM cabin is actually as luxurious and as confortable as anything, - but of course it is not spacious, unlike the PC12, which has plenty of room, which will be handy to stretch the legs as you stroll along at 262KTAS. The PC12 interior is also not as big an interior as the BBJ but that does not make it any less a cabin for that
.
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Make no mistake, the Pilatus and TBM are way and above the best aircraft in the top end of general aviation and the lower priced end of corporate transport. Its really horses for courses. Do you want to zip somewhere in a TBM or do you need the room for granny and dog that the PC12 can offer.
