Let410
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Are there any DC3's flying in the UK and also can a Piper Cheiftain be Flown single pilot if its doing Cargo Flights if so what is the average cargo it can hold.
regards
WA
regards
WA
Join Date: Jul 2006
Location: Yugoslavia
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Here you go...
http://http://www.easa.eu.int/home/tc_aircraft_en.html
And as a pilot on L410 I agree with pete it's a great and reliable bird. And besides nonpresurization another thing keeps it out of RVSM level and that thing is a fancy litlle placard on the "dashboard" and it says:
'MAX operating FL without O2 FL100'
and also...
'MAX operating FL140'
Cheers to all especially to pilots from Ben Air Adam and Frank!
HAPPY LANDINGS!
And as a pilot on L410 I agree with pete it's a great and reliable bird. And besides nonpresurization another thing keeps it out of RVSM level and that thing is a fancy litlle placard on the "dashboard" and it says:
'MAX operating FL without O2 FL100'
and also...
'MAX operating FL140'
Cheers to all especially to pilots from Ben Air Adam and Frank!
HAPPY LANDINGS!
I am surprised at this as having done quite a few parachute drops from 12-13,000 feet from an L410 the crew never seemed to be on oxygen at all. This was on a Ukrainian-registered one which operated in the UK a few years ago. And it was crewed by one pilot and one flight engineer, or so they described themselves.
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I fly regularely at FL140 when operation conditions allow it or demand it, but that is still almost half of the altitude at wich you enter the RVSM flight levels so it is imposible to imagine a L410 equiped for it because there is no possibility that you would ever need it.
Also for your info I happen to know a guy who flew test flights on the secound prototype and he climbed it almost to FL250 but he said to me that is irreasonable to fly it above FL170 because performance is so poor and it can be done only with empty aircraft.
Never the less for operations it was intended to (read "mule" kind of job) it is almost perfect aircraft. the problem is that a lot of them fly with poor or no maintenance and MTOW is almost always below actual TOW.This makes bad comercial for this, if you ask me, beautiful bird.
Also for your info I happen to know a guy who flew test flights on the secound prototype and he climbed it almost to FL250 but he said to me that is irreasonable to fly it above FL170 because performance is so poor and it can be done only with empty aircraft.
Never the less for operations it was intended to (read "mule" kind of job) it is almost perfect aircraft. the problem is that a lot of them fly with poor or no maintenance and MTOW is almost always below actual TOW.This makes bad comercial for this, if you ask me, beautiful bird.
It's interesting to read these comments about poor higher-altitude (well, not too high actually) performance of the Turbolet.
We skydivers were absolutely amazed at its performance in comparison to what we were used to. I know you are probably starting to laugh when I compare it to a Cessna, but 8 minutes to 12,000 feet with 18 POB and minimal fuel was just out of this world. Our old C206 would run out of puff by about 9,000 feet and be doing about 300fpm if we were lucky. The Turbolet was regarded as a real high-performance aircraft. Oh well.
There were photographs in a skydiving magazine some years ago of an L410 which, after the jumpers exited, was pretty much keeping up with them in freefall on the way down in a near-vertical attitude (10,000 fpm descent). I wonder how close to the airframe limits they were !
By the way, a visitor to the drop zone one day who saw us going up to 13,000 feet asked if the aircraft was pressurised..........
We skydivers were absolutely amazed at its performance in comparison to what we were used to. I know you are probably starting to laugh when I compare it to a Cessna, but 8 minutes to 12,000 feet with 18 POB and minimal fuel was just out of this world. Our old C206 would run out of puff by about 9,000 feet and be doing about 300fpm if we were lucky. The Turbolet was regarded as a real high-performance aircraft. Oh well.
There were photographs in a skydiving magazine some years ago of an L410 which, after the jumpers exited, was pretty much keeping up with them in freefall on the way down in a near-vertical attitude (10,000 fpm descent). I wonder how close to the airframe limits they were !
By the way, a visitor to the drop zone one day who saw us going up to 13,000 feet asked if the aircraft was pressurised..........
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I worked at BFS for 2 years in dispatch and Manx2 was an airline we handled. They mostly used 2 L410's registered OKUBA and OKRDA. The crews were the best crews (mostly from Germany & Czech Rep) I worked with whilst at BFS, good craic and very helpful, told a few interesting stories!
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L 410 on G reg
There is no problem with putting the L 410 on the G reg. All L 410 marks have now got an EASA TC. They only haver to be fitted with TCAS when the MTOW is above 5,700kgs and EGPWS when kitted out for more than 9 pax. Ideal replacement for the larger piston twins and the bandit.
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L410
The L420 and L410 UVP-E20 have full EASA approval. There are for example 2 L410 on French Register fitted with both TCAS 2 and EGPWS.
RVSM is only required for operation above FL 290...Obviously n/a for unpressurised short sector commuter
RVSM is only required for operation above FL 290...Obviously n/a for unpressurised short sector commuter
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Where can someone get a TR for the LET410 and does an FO need a TR for this Aircraft or are they single Pilot if in Cargo configurations.
How much is the TR Ive googled and googled again but no luck on price or provider.
WA
How much is the TR Ive googled and googled again but no luck on price or provider.
WA
Join Date: Aug 2005
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Join Date: Mar 2006
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Let 410 Tr
L410 type rating at let 's fly ostrava approx 5000€ (not too long ago)
nice place in the area request to stay at "uz vonu" hotel in kunovice transport provided
for more infos contact Pavel
[email protected]
nice place in the area request to stay at "uz vonu" hotel in kunovice transport provided
for more infos contact Pavel
[email protected]
Join Date: Jun 2004
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5000 euros it was nice because now it's:
Entry requirements :
- Licence ATPL or CPL ( IR )
- Required total flown hours for co-pilot 200h (100 as PIC )
- Frozen ATPL for co-pilot ( passed theory exams ATPL )
- MCC course or MPA plane flown before.
- Valid ME IR
- Valid Medical certificate
- TRTO ie JAR certified, not FAR
MCC + L410 TYPE RATING TRAINING COURSE
Ground school 5 days ( 30hours )
Cockpit Procedures Training ( 6 hours )
Simulator training 7 days ( 7 lessons - 28 hours ) Price 6 250,- EUR
Aircraft base training 1 day ( 3,5 hours ) Price 3 450,- EUR
TRE check ( 1 hour ) Price 1 000,- EUR
Total duration of this course 14 training days
Total price for this course is 10 700 EUR+19%VAT
--------------------------------------------------------------------------
TOTAL PRICE FOR MCC + L410 INITIAL TYPE RATING IS 10 700,-EUR + 19%VAT
--------------------------------------------------------------------------
Entry requirements :
- Licence ATPL or CPL ( IR )
- Required total flown hours for co-pilot 200h (100 as PIC )
- Frozen ATPL for co-pilot ( passed theory exams ATPL )
- MCC course or MPA plane flown before.
- Valid ME IR
- Valid Medical certificate
- TRTO ie JAR certified, not FAR
MCC + L410 TYPE RATING TRAINING COURSE
Ground school 5 days ( 30hours )
Cockpit Procedures Training ( 6 hours )
Simulator training 7 days ( 7 lessons - 28 hours ) Price 6 250,- EUR
Aircraft base training 1 day ( 3,5 hours ) Price 3 450,- EUR
TRE check ( 1 hour ) Price 1 000,- EUR
Total duration of this course 14 training days
Total price for this course is 10 700 EUR+19%VAT
--------------------------------------------------------------------------
TOTAL PRICE FOR MCC + L410 INITIAL TYPE RATING IS 10 700,-EUR + 19%VAT
--------------------------------------------------------------------------
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Try Lubomir Hlavac at Seagle Air, Trencin Airfield, Slovak Republic. He will do you a JAA L410 type rating at a reasonable price. www.seagleair.com
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Thier English site isnt working so I cannot understand anything they are saying.
Besides where are jobs for this type of Aircraft and what are wages thats the most important info for anyone considering any type rating.
WA
Besides where are jobs for this type of Aircraft and what are wages thats the most important info for anyone considering any type rating.
WA
