So what exactly does the JAR-PPL really allow you to do?
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@englishall/tmmoris: I found the FAA PPL does specifically limit MTOW to 12,500 lbs. I looked up the LASORS to see if there is a similar weight or pax restriction for JAR PPL but couldn't find any reference.
I do know several people with JAA TR's which are VFR. One is on a King Air 200, with IMC rating and one is on a Cessna Caravan.
In the USA a TR is an instrument check ride so one will need an IR to get the TR.
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This goes for JAA:
Generally, you cannot fly an aircraft with MTOM above 5700 kg (12500 lbs) as such an a/c requires a type rating and you need a CPL or greater to get one. You can however fly class rated planes like the CJ1 and the like, provided that you have the class (and for this you need IR-ME although in theory you could fly them VFR only).
With a PPL you are not allowed to work as a pilot but you can be employed as a janitor whilst flying the company jet on the side provided that said jet doesn't carry paying passengers.
I have both the CE-500 (Citation I, II, SII, Bravo...) and the HS-125 (Hawker 800...) in my US PPL (with SE Land, SE Sea, ME Land and IR) and these are both FAR25 a/c (ie 12500 lbs +).
Generally, you cannot fly an aircraft with MTOM above 5700 kg (12500 lbs) as such an a/c requires a type rating and you need a CPL or greater to get one. You can however fly class rated planes like the CJ1 and the like, provided that you have the class (and for this you need IR-ME although in theory you could fly them VFR only).
With a PPL you are not allowed to work as a pilot but you can be employed as a janitor whilst flying the company jet on the side provided that said jet doesn't carry paying passengers.
I have both the CE-500 (Citation I, II, SII, Bravo...) and the HS-125 (Hawker 800...) in my US PPL (with SE Land, SE Sea, ME Land and IR) and these are both FAR25 a/c (ie 12500 lbs +).
Firefish is almost entirely wrong - Under JAR, MTOM is not directly relevant to licensing and you do not need a CPL to get a type rating, which is just as well as the CJ1 requires not a class rating but a type rating, as do all single-pilot, multi-engine turboprops and turbojets.
There are, in fact, no restrictions on the class or type ratings that may be added to a JAA PPL - you could put an A380 on it if you wished (and could even fly it if you could find someone to insure you!). However, in order to commence type rating training for any multi-pilot aeroplane you must have at least 100hrs PIC, have passed all of the ATPL exams, have completed MCC training (unless it's combined with the type rating course) and hold a valid MEIR.
Before starting the type rating course for any single pilot aeroplane designated as 'high performance' you must have at least 200hrs flight time and have passed either an approved pre-entry course or the ATPL exams before commencing type rating training. For any other ME type or class rating you just need a minimum of 70hrs PIC.
There are, in fact, no restrictions on the class or type ratings that may be added to a JAA PPL - you could put an A380 on it if you wished (and could even fly it if you could find someone to insure you!). However, in order to commence type rating training for any multi-pilot aeroplane you must have at least 100hrs PIC, have passed all of the ATPL exams, have completed MCC training (unless it's combined with the type rating course) and hold a valid MEIR.
Before starting the type rating course for any single pilot aeroplane designated as 'high performance' you must have at least 200hrs flight time and have passed either an approved pre-entry course or the ATPL exams before commencing type rating training. For any other ME type or class rating you just need a minimum of 70hrs PIC.
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Are you sure about this? This may well be one of many areas where different CAA's have different opinions (despite JAA/EASA).
I know for a fact that Swedish CAA does not give you a type rating unless you have CPL.
I know for a fact that Swedish CAA does not give you a type rating unless you have CPL.
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I have now read and compared the Swedish "interpretation" of the JAR-FCL and the actual JAR-FCL and there are indeed differences. What BB says is correct, but not in Sweden as you need a CPL to get a type rating for a multi pilot airplane (regardless of performance level), you need a CPL and 1500 hrs to act as PIC and you need an ATPL in order to act PIC in commercial ops.
