I'm not legally subject to SOE due to my time in the MU2.

Insurance will require mentoring time most likely.

Even if the insurance doesn't, I'm going to get mentoring for a healthy period of time.

Mike C.

Mike C will not have formal FAA SOE since he has sufficient turbine experience.

Mentoring time is negotiable with insurance and all time in type helps. He can log it as dual received.

Mike C,

If you just want to fly the Klingon around without taking the type challenge, that's totally respectable and OK. I won't charge you a nickel for my time. Free instructor/PIC. We can fly some approaches and take it somewhere to lunch near or far.

I'm pretty sure you'll want one after this intro flight. The world needs more Klingon pilots.

Mike

If it was me I'd ask if I can show up thursday eve and start talking shop then. The klingon has similar avionics, easier engine out characteristics and similar speeds when compared to your MU2.

Take the checkride and go home with the rating.

In my own opinion, most pilots would be far safer flying a 501 than any twin with propellers after proper training. Not to demean the 501, but after flying Lears and acquiring a 501 SP I felt like I was flying a 172 every time I switched from the Lear to the Citation. Installed rear view mirrors for bird strike avoidance.

Avionics: it has an ancient KLN90B. It would be wasted brain cycles to figure out how to use such a thing. I think the thing is programmed in Kilngon. I have dual 430W. While those are getting old, they still work very nicely.

Engine out: definitely easier. I expect no difficulties here.

Similar speeds: I'm going to have to learn to go slower. My usual approach speed on final is 135 KIAS, the jet will be ~100 KIAS. It happens fairly often I am told to slow down for a Citation on final.


I think that changes the whole exercise away from one of relaxed enlightenment to one of cramming for the test. There are a dozen ways the type rating objective could go wrong.

Mike C.

In my own opinion, most pilots would be far safer flying a 501 than any twin with propellers after proper training. Not to demean the 501, but after flying Lears and acquiring a 501 SP I felt like I was flying a 172 every time I switched from the Lear to the Citation.

In my own opinion, most pilots would be far safer flying a 501 than any twin with propellers after proper training. Not to demean the 501, but after flying Lears and acquiring a 501 SP I felt like I was flying a 172 every time I switched from the Lear to the Citation. [/quote]

A terrible pilot in a Citation 501 is probably far safer than a very excellent pilot in any single engine piston, single or twin piston/turboprop. You hit the nail on the head, it's the 182 of the jet world and very reliable, easy to fly, forgiving and honest.[/quote]

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Mike I don't know if I go along with your "terrible pilot" theory as the Citation didn't get ii's early nick name the " Munson Burner" for nothing. Sorry, no disrespect mean't for the late baseball player Thrurman Munson.

A terrible pilot in a Citation 501 is probably far safer than a very excellent pilot in any single engine piston, single or twin piston/turboprop. You hit the nail on the head, it's the 182 of the jet world and very reliable, easy to fly, forgiving and honest.[/quote]

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Mike I don't know if I go along with your "terrible pilot" theory as the Citation didn't get ii's early nick name the " Munson Burner" for nothing. Sorry, no disrespect mean't for the late baseball player Thrurman Munson.[/quote]

Poor Munson was EXTRA terrible!!!

Lol. That was the exact reason I replaced a KLN94 for a 430W; I didn't want to waste my time learning how to use it.

With your educational and aviation background I am puzzled by the way you view this opportunity. Break down the steps involved and find one that comes even close to being a serious challenge for you. I would understand your concern if you were not a native english speaker, had not finished high school and were coming out of 200 hours in a 172.

By regs you need a type to fly the plane. This opportunity can fulfill the reg. Just like monitoring your own health continuously trumps an infrequent AME physical, so you will be the determining factor as to the safety of your flights. And obviously this would be the start of the training program, not the end of it.

Yes...live life one waypoint at a time, and never, ever change screens!

Why not take the checkride with a well qualified SIC?

Robert

Unless you are 10 kts fast at the threshold...float float float...


I don't think GPS approaches are needed for a type... (R they..?)

The last 6 pages of this are fantastic - Mike and Michael hope you have a great weekend and I can't wait to hear about it.

-J