Is it possible to fly a Learjet on a PPL?
Joined: Nov 2009
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From: Canada
Very interesting but think about it for a minute, if, I say IF you could ever find anyone who would let you use there LJ, what is actually an unquailified crew, the cost alone would break you and these days it would be hard to remain legal. The last LJ (LJ24)I flew cost roughly $1000.00 Can/hour just for fuel. Good luck
cat71
cat71
Joined: Jan 2004
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From: London
Ex-military jets are flown on a permit to fly and have an individual training course approved by type that each candidate undergoes. This then results in a type rating. The content of each course is judged on the operation complexity of the type. The JP as an example is a very simple VFR only permit aircraft.
thought John had a CPL?
JT does have a 707 TR so why only SIC? Is it that one needs to be an ATP to sit in the LHS of a ME jet of that size? I wouldn't have thought so.
Joined: Sep 2003
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From: UK,Twighlight Zone
Not sure that there's a JP type rating. They are usually operated under an exemption granted by the CAA following an approved course of training.
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From: earth
MAD JOCK
From the Times...dont know if he was the private pilot though.
Gerald Grosvenor is considered a modest man. He sent his children to the local village primary school, does not care much for dining out and is proud of having worked his way up through the ranks to become head of the Territorial Army.
However, when he flew out to Iraq and Afghanistan in July for a five-day tour of duty, he rejected the 26-hour RAF flight made available to him. Instead, he hired a Learjet and private pilot, paying £4,000 for the round trip.
And why not? He is the 6th Duke of Westminster, Britain’s third richest man — worth £6.6 billion, according to The Sunday Times Rich List — and its richest property developer. Much of his wealth comes from the chunk of property he owns in London: his 100 acres of Mayfair and 200 acres of Belgravia makes him the capital’s biggest landlord.
Grosvenor, 54, heads one of four elite families who, together, control some of London’s finest addresses. Close behind comes the 8th Earl Cadogan, who has net assets of £1.9 billion that includes a 90-acre estate in Chelsea. Third and fourth, respectively, are the Hon Mary Czernin, 70, and the Howard de Walden family — whose holdings include Marylebone High Street and much of Harley Street — and the Portman estate, inherited by the 10th Viscount Portman, 48, and other family members in 1999 — which owns 110 acres of southern Marylebone, around Portman Square and Oxford Street, a spot beloved by celebrities including Madonna.
Doesn't the Duke of Westminster fly his around on a PPL?
Gerald Grosvenor is considered a modest man. He sent his children to the local village primary school, does not care much for dining out and is proud of having worked his way up through the ranks to become head of the Territorial Army.
However, when he flew out to Iraq and Afghanistan in July for a five-day tour of duty, he rejected the 26-hour RAF flight made available to him. Instead, he hired a Learjet and private pilot, paying £4,000 for the round trip.
And why not? He is the 6th Duke of Westminster, Britain’s third richest man — worth £6.6 billion, according to The Sunday Times Rich List — and its richest property developer. Much of his wealth comes from the chunk of property he owns in London: his 100 acres of Mayfair and 200 acres of Belgravia makes him the capital’s biggest landlord.
Grosvenor, 54, heads one of four elite families who, together, control some of London’s finest addresses. Close behind comes the 8th Earl Cadogan, who has net assets of £1.9 billion that includes a 90-acre estate in Chelsea. Third and fourth, respectively, are the Hon Mary Czernin, 70, and the Howard de Walden family — whose holdings include Marylebone High Street and much of Harley Street — and the Portman estate, inherited by the 10th Viscount Portman, 48, and other family members in 1999 — which owns 110 acres of southern Marylebone, around Portman Square and Oxford Street, a spot beloved by celebrities including Madonna.
Joined: May 2001
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I know he definitely used to have one of his own and used to operate himself with his wee dog.
We used to see him quite a bit up in INV.
And I would suggest that £4000 quid to fly from UK to Afghanistan in a Lear jet is way way to cheap you couldn't even cover the handling/overflight costs of the 4-5 tech stops.
We used to see him quite a bit up in INV.
And I would suggest that £4000 quid to fly from UK to Afghanistan in a Lear jet is way way to cheap you couldn't even cover the handling/overflight costs of the 4-5 tech stops.
Joined: Sep 2007
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From: UK
I should imagine the CAA would insist on a pass in (at least) the CPL/ATPL 'gas turbines' and 'AC electrics' exams as well?
When I originally obtained my BCPL and AFI Rating the CAA would not issue the licence until I had passed the 'gas turbines' exam. I complained bitterly that I was only instructing on and flying in SEP aeroplanes, but they wouldn't have it. So my licence was initially issued only after having passed in the optional subject of Gas Turbines!
Bizarre but true!
KR
FOK
When I originally obtained my BCPL and AFI Rating the CAA would not issue the licence until I had passed the 'gas turbines' exam. I complained bitterly that I was only instructing on and flying in SEP aeroplanes, but they wouldn't have it. So my licence was initially issued only after having passed in the optional subject of Gas Turbines!
Bizarre but true!
KR
FOK
Joined: May 2001
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I suspect he took his own jet and payed £4000 for the services of another pilot who probably had an adventure of a lifetime.
And to add I think these days you need a valid multi engine IR and full set of ATPL valid exams before you can start any type rating. And also the MCC is its a dual crew aircraft.
But I don't think any of this applies to Monty because to my knowledge he has had the jet for 15 odd years and I doudt he has gone JAR.
And to add I think these days you need a valid multi engine IR and full set of ATPL valid exams before you can start any type rating. And also the MCC is its a dual crew aircraft.
But I don't think any of this applies to Monty because to my knowledge he has had the jet for 15 odd years and I doudt he has gone JAR.
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From: In the boot of my car!
Mad Jock
I had a friend who flew G J+T? for years on a PPL IR and SP too! He was/is an excellent pilot.
Whether the ruling has changed? His was a Citation two.
As for his £4000 costs? media rubbish as usual.
Even at 20 hrs round trip at a minimum of £1500 per hour you are looking at £30000 for the aircraft or £20000 done at bare cost.
Maybe they missed a 0 off the cost and it was £40000 which with crew and other costs would be nearer the mark for such a round trip!
Pace
I had a friend who flew G J+T? for years on a PPL IR and SP too! He was/is an excellent pilot.
Whether the ruling has changed? His was a Citation two.
As for his £4000 costs? media rubbish as usual.
Even at 20 hrs round trip at a minimum of £1500 per hour you are looking at £30000 for the aircraft or £20000 done at bare cost.
Maybe they missed a 0 off the cost and it was £40000 which with crew and other costs would be nearer the mark for such a round trip!
Pace
Joined: Aug 2007
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From: not where I want to be
'High Performance Aircraft'.
An FAA requirement to fly any aircraft with MORE than 200bhp. You can do it with an FAA instructor in ANYTHING with more than 200bhp.
FP.
Joined: Aug 2003
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From: Surrey
FP,
FAA High Performance is specifically for piston powered aircraft (it is not relevant to turbojet aircraft as they all have a type rating requirement and don't have engines measured in horsepower output.).
In the FAA world anything with over 6000lb payload or 20 passenger capacity must be a part 125 operation (or 121 or 135 if AOC) and these operations need a CPL and certain minimum hours - which would explain JT's Second In Command limitation on the 707.
FAA High Performance is specifically for piston powered aircraft (it is not relevant to turbojet aircraft as they all have a type rating requirement and don't have engines measured in horsepower output.).
In the FAA world anything with over 6000lb payload or 20 passenger capacity must be a part 125 operation (or 121 or 135 if AOC) and these operations need a CPL and certain minimum hours - which would explain JT's Second In Command limitation on the 707.
Joined: Aug 2002
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From: United Kingdom
I should imagine the CAA would insist on a pass in (at least) the CPL/ATPL 'gas turbines' and 'AC electrics' exams as well?
Have completed 100hrs PIC of aeroplanes
Hold a valid MEIR
Have completed an MCC course
Have passed the ATPL(A) exams
Joined: Dec 2004
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From: London
You might find that the insurance premiums add to the cost!
I remember a discussion some years ago about the insurance premiums that would be charged for the new breed of micro jets (Cirrus Jet, Diamond Jet, etc). These aircraft are intended to be flown by the owner but there was talk of the premiums being very high, at least to begin with.
I remember a discussion some years ago about the insurance premiums that would be charged for the new breed of micro jets (Cirrus Jet, Diamond Jet, etc). These aircraft are intended to be flown by the owner but there was talk of the premiums being very high, at least to begin with.
Joined: May 2001
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I couldn't comment on his piloting skills.
I only met him 3 times the first time I didn't have a clue who he was but he was very pleasant chatting to my student about trimming and how it gets easier with practise while he was waiting for the refueller.
Seemed to have a genuine love of aviation from what I could tell.
I only met him 3 times the first time I didn't have a clue who he was but he was very pleasant chatting to my student about trimming and how it gets easier with practise while he was waiting for the refueller.
Seemed to have a genuine love of aviation from what I could tell.
