Ferry Flight From Kansas to Doncaster (Cessna M2)

Peter wrote:

An ICAO ATPL is one means of complying with the HPA requirement, without actually doing the HPA course.

Yes, but there is a caveat – at least here in Germany: Our authority (LBA) will let you keep your ICAO license as long as you wish until the moment you want to change anything (i.e. add another class or type rating). Then you have to convert it to an EASA license first with the risk of losing grandfather rights like this implicit HPA endorsment. Happened to me myself when I got my C500/550/560 multi pilot type rating. At that time I had an ICAO ATPL (instead of JAR-FCL which would have been the national one then) because that saved me from doing the useless “long range” course and exam. I never wanted to fly long range and the more I fly the less I want to, so I thought it was really unnecessary for me… But our authority refused to enter the Citation rating into the ICAO license issued by themselves and made me change my license to JAR. Which meant that I needed to do the long-range course in record time in order to go flying (and paid for doing so…) with my newly acquired type rating. (One year later this longe-range nonsense was dropped altogether, or somehow included into the ATPL subjects, and the colleagues who came after me did not have to waste time and money for this.)

what_next wrote:

An applicant for the first type rating course for a multi-pilot aeroplane shall be a student pilot currently undergoing training on an MPL training course or comply with the following requirements:

A CE525 is not a multi pilot aeroplane.

Peter wrote:

An ICAO ATPL is one means of complying with the HPA requirement, without actually doing the HPA course. Which is why everybody who may ever fly a TP or a jet should have sat the FAA ATP written exam while they had the chance

The HPA course is not very difficult, I did it in 2 days including the exam.

Neil wrote:

A CE525 is not a multi pilot aeroplane.

Of course it isn’t. This was the answer to a different question!

what_next wrote:

Of course it isn’t. This was the answer to a different question!

OK. My lack of reading, sorry

Roger wrote:

In short (for EASA):

A single pilot multi-engine turbine needs a minimum of an MEIR/PPL to fly privately. There are no experience requirements (other than 70hrs PIC)
A single pilot multi-engine turbine needs two crew to fly commercially (AOC) flights. Captain needs an ATPL(A), first officer needs a CPL(A) minimum. Both need to have completed MCC training to fly in a multi-crew environment.
A multi crew turbine needs the same as above (ATPL captain and CPL first officer) for both private and commercial operations.

Thanks. Do you have a reference to where in the EU regs this is stated?

A single pilot multi-engine turbine needs a minimum of an MEIR/PPL to fly privately

I am certain that is not correct because I know for a fact of multiple plain PPL holders who fly King Airs, G-reg. You don’t need an IR. You just need a ME PPL.

You also don’t need an IR to fly an EASA-reg jet. The problem here is practical: no FTO will do the TR unless you have an IR (whether an FAA IR would do is a good Q).

Also a jet without an IR is even more useless than a KA without an IR, but that isn’t the Q

@Phil
Congratulations on the new plan! Two questions:

Did you use the CPDLC yet? How does it communicate? Does it use the GSR56 Iridium module for the actual communication? Do they charge you any monthly fees for the CPDLC capability?

You write that you wanted to get to Iceland before sunset. Did you consider flying Goose Bay to Iceland direct? We discussed this recently regarding the Mustang jet but with the M2 you have quite a bit more range so it might be possible and still arrive on Iceland with enough reserve fuel.

PhilTheFlyer wrote:

I don’t believe it uses the GSR56 as this is a separate and not linked option, I think its just VHF radio linked, no subscription fees as far as I know.

We were 4 up and the winds weren’t quite enough in our favour for direct Iceland although we certainly calculate that option, 3 up you could have full fuel and definitely make it (winds permitting)

To be honest I wouldn’t have missed the Greenland stop, it was awesome !!

It is the first couple of times.

CPDLC in the M2 works via data-link equipped VHF. Cessna recommend not fitting it given how flaky the European implementation is. Be interesting to see how you find it.

What kind of data is it aimed to stream ?