PC-12 Type Rating

[goingmach_1]

Does anyone know the requirements for flying a PC-12 single pilot? Where in Western Canada can one do a type rating?

Thanks

With all due respect, after reading this entire thread, perhaps, if you are seriously going to spend some else's money, I would suggest you consult a professional. Advise. If you don't know what the answers are to a question, say "I don't know that answer, but I will find someone who does know the answer".

Meaning, asking a internet forum, though populated with various cross sections of experience, you might need to actually go talk to somebody who does this for profit. Try Skyservice, Execaire, Chartright, there is a bunch of them. If your client is serious, then tell him you need to go out into the industry and get the answers. The prospect client is going to drop some serious dough, you better give him/her the right advise, or you look, how shall I say, ill informed.

Just saying.

[jg24]

Hey guys,

Anyone got any sort of training material/ documents for the PC-12 that they could share? Would really appreciate it,

Thanks!

[traveller123]

If you fly it for a private guy the only thing you need is a private IFR pilot licence (commercial if you're paid to do this)

In the ``worst case`` a guy with 80 hours can fly the PC12 SPIFR.

But good luck for the insurance The best thing is to bring with you an experienced guy on the aircraft for the first flights.

[Colonel Sanders]

I didn't think it even needed a type rating in Canada.

Your theoretical "80 hour" IFR PPL could also legally fly a
C421 without a FlightSafety course, and I would wager
that the workload is much higher in a 421 than a PC-12.

Turbine is actually far easier to fly than piston. I would be very, very surprised if I couldn't
get checked out on a PC-12 in an easy day. Groundschool in
the morning with systems, normal and emergency procedures,
then a flight in the afternoon with a few landings.

-- Edit: I wrote this about checking myself out in a Beech 18,

http://www.pittspecials.com/articles/Beech18.htm

Does someone have an equivalent memo on the PC-12?

[Cat Driver]

-- Edit: I wrote this about checking myself out in a Beech 18,
which everyone but . told me was a fire-breathing dragon

Dear God, you didn't risk your life based on what I told you?

[Colonel Sanders]

Naw, but I might have bent an airplane if you weren't on the money

PS I know in the USA a PPL can jump into a PC-12 or TBM-700
or King Air and fly it part 91 without any astronaut training as is
required in Canada.

[Cat Driver]

Naw, but I might have bent an airplane if you weren't on the money

Our conversations about flying a new airplane are just common sense Colonel, as I recall I told you the B18 is a straight forward easy to fly airplane just line it up on the center line and smoothly apply take off power noting any yaw and if there is yaw correct it with rudder with a slight nose up attitude once the tail is in the air it will tell you when it is ready to fly......no more complicated than that.

The landing is straight forward, wheel it on and be careful as you lower the tail...don't let it yaw.

PS I know in the USA a PPL can jump into a PC-12 or TBM-700
or King Air and fly it part 91 without any astronaut training as is
required in Canada.

In the interest of operating a successful and profitable business I operated under FAA part 91 as much as possible.

Far less red tape designed by parasites sitting in government caves .

[skymarc]

You could actually in the PC12 as VMO is 236 so no need for a type rating.
The TBM will need a type rating but is easy to get as TC will accept training from Simcom.

Naw, but I might have bent an airplane if you weren't on the money

PS I know in the USA a PPL can jump into a PC-12 or TBM-700
or King Air and fly it part 91 without any astronaut training as is
required in Canada.

[Colonel Sanders]

The TBM will need a type rating but is easy to get as TC will accept training from Simcom

So you have to go to the USA to get a type rating
to fly a TBM-700 or -850 in Canada?!

You can get a type rating on a Corsair or Sea Fury or
T-33 or F-86 without going to the USA, and I might
opine that they seem a bit more interesting.

Is the TBM-700/850 really that much of a rocketship
handful?! My BS alert is on steady, because in the USA
any PPL just jumps into them and goes.

A bit of a reality gap here. Again, I may be mistaken,
but I suspect I could get checked out on a TBM in an
afternoon

[skymarc]

You are correct, no need for Simcom for the type rating, it could be done on the aircraft but its cheaper to do the training at Simcom than burning fuel and time on the aircraft.
It depends what your insurance requirments will be.

[crooked timber]

fwiw i would highly recommend investing in the sim training (if anything you may get a break from insurance even though they would insure you with the equivalent of a pcc). the meat and potatoes of the sim training are engine failures including deadstick imc approach and landings. that kind of experience is priceless when you're flying through a dark and stormy night with your family in the back and the engine starts to sound funny.

[Colonel Sanders]

the meat and potatoes of the sim training are engine failures

I thought the PC-12 was a single?! Engine failure would be
as per the POH - presumably something like pretty simple like:

- minimize drag
- maintain the specified airspeed
- turn to nearest airport

[crooked timber]

the meat and potatoes of the sim training are engine failures

I thought the PC-12 was a single?! Engine failure would be
as per the POH - presumably something like pretty simple like:

- minimize drag
- maintain the specified airspeed
- turn to nearest airport

respectfully, yes you did miss something in the above. that is- once you've turned towards the nearest airport, now what? the pc12 is a single engine airplane that you can fly IFR and the prospect of an engine failure in those conditions isn't one that i'd be comfortable with unless i had some training to deal with it. if i were paying someone to fly my airplane, there's no way in hell i would want to put my family behind a pilot was going to blast off into a potential situation that they didn't have the tools to deal with (incidentally, used to see this all the time with part 91/604 corporate jets departing out of aspen imc knowing they couldn't make second segment climb gradient).

i'm saying simcom is a valuable experience because it gives people the opportunity to fly numerous ifr approaches to minimums with the engine failed so they have an idea of the baseline parameters (energy and distance -wise from the runway) that are required for a successful outcome even if you are imc all the way down. if one opted out of sim training, there may well be absolutely no consequences for the rest of their pc12 flying career. however, like wearing a seatbelt, it is something that you only have to reap the benefit of once in order for you to be able to look back on as one of the best decisions in your life.

[Beefitarian]

You can get a type rating on a Corsair or Sea Fury or
T-33 or F-86 without going to the USA, and I might
opine that they seem a bit more interesting.

Now hold on a second. How many republic credits for the F-86? I might actually make an effort to get a job to do something like that.

[Colonel Sanders]

engine failure in those conditions

See F-86 #330 on 20 April 1956.

[Beefitarian]

Says here http://www.airspacemag.com/military-avi ... Sabre.html If you want to fly an F-86 you should fly a T-33 or L-39 first.

[JerryRig]

A type rating is required if the aircraft is considered "High Performance".

From the CARS:

"High performance aeroplane" - means an aeroplane requiring a minimum crew of one pilot and having a VNE of 250 knots or greater, or a VSO of 80 knots or greater.

Are the PC-12's #'s greater than or equal to the numbers above?

Any appendix that TC has published listing aircraft as high performance states that it is guidance only. The type certificate is the determining factor when referencing the definition above. Some POI's might challenge this, but they are wrong.

[teacher]

the meat and potatoes of the sim training are engine failures

I thought the PC-12 was a single?! Engine failure would be
as per the POH - presumably something like pretty simple like:

- minimize drag
- maintain the specified airspeed
- turn to nearest airport

respectfully, yes you did miss something in the above. that is- once you've turned towards the nearest airport, now what? the pc12 is a single engine airplane that you can fly IFR and the prospect of an engine failure in those conditions isn't one that i'd be comfortable with unless i had some training to deal with it. if i were paying someone to fly my airplane, there's no way in hell i would want to put my family behind a pilot was going to blast off into a potential situation that they didn't have the tools to deal with (incidentally, used to see this all the time with part 91/604 corporate jets departing out of aspen imc knowing they couldn't make second segment climb gradient).

i'm saying simcom is a valuable experience because it gives people the opportunity to fly numerous ifr approaches to minimums with the engine failed so they have an idea of the baseline parameters (energy and distance -wise from the runway) that are required for a successful outcome even if you are imc all the way down. if one opted out of sim training, there may well be absolutely no consequences for the rest of their pc12 flying career. however, like wearing a seatbelt, it is something that you only have to reap the benefit of once in order for you to be able to look back on as one of the best decisions in your life.

What they said, I highly recommend sim training for the PC12. Anybody can "fly" an airplane in a day. To fly it well requires an equal amount of quality training.