I would like to make a longer trip and use the flying for my type rating training. Is this possible?

Yes, this is possible and also it's a lot of fun, too! We're happy to work with you on this and make your training-trip happen. Please note two caveats however:

1. Not all countries outside Europe allow flight training in this way
   
   
2. While flying to Oshkosh or to the Himalaya or into the Serengeti is maximum fun, longer flights are by far not as effective for training as dedicated training missions are. So when your normal practical training would take 10 hours it could easily double or triple with those different flight profiles.
   The best solution would be a mix that includes dedicated training missions towards the end of the course.

Do you have a price list?

Of course!

We try to keep your training cost low, transparent and predictable. Please note however, that as soon as training in the aircraft is taking place, costs vary greatly with fuel prices, area of operation and fees.

Can the UK simulator be used for the Citation? Is it mandatory?

Let's start with the simple case. For a full type rating or a full TRI course in the C500/550/560 the simulator can be used and according to regulations also shall be used if available and accessible. What these two words mean is interpreted very differently, pls contact us to discuss your options.

For the C501/551 the situation is a little more complicated. And that's because the UK simulator (the only one worldwide), is certified as C550. Since C550 and C551 are legally two different aircraft in the EASA-world (even though they are technically identical, see previous question), not all NAAs accept the UK sim for training and/or checkrides towards a C501/551 rating.

This is no mere technicality certain large NAAs have thrown our complete courses provided by other ATOs (not us!!) because of this.

We know the policy regarding this matter for some NAAs, but not for all. If we haven't had this with your NAA, we have to ask them and proceed accordingly.

Can I convert my C501/551 rating into an C500/550/560 or the other way around?

Yes. Airwork Operations has obtained approval to provide up to 100% course credit if you hold a valid rating in the other category. This means:

1. if you hold a C501/551 MP ops rating we can credit 100% of the course towards the C500/550/560 type rating and
   
   
2. if you hold a C500/550/560 rating, we can credit 100% of the course towards the C501/551 MP ops rating.

The same applies correspondingly to instructor certificates (TRI).

The details get a little more messy as we have to differentiate between SP and MP ops on the single pilot side and between PIC and COP on the multi pilot end. But it's possible and we have done dozens of conversions so far with many different NAAs without a hitch.
In order to be eligible for the full credit, your existing rating has to be valid. That's important! Please contact HT Jan Brill to discuss such a credit if desired.

I don't understand the difference between the C501/551 and the C500/550/560.
Why two different ratings? Isn't it the same a/c?

Correct. The 501 is the same aircraft as the 500 and the 551 is the same aircraft as the 550. Unfortunately EASA has categorised them into two different categories and license endorsements. This results in two different type ratings.

Operation and training of the C500/550 series aircraft poses some special challenges within EASA rules, because the aircraft are categorised both as Single Pilot Complex High Performance Aeroplanes (SPCHPA) and as Multi Pilot Aeroplanes (MPA) imposing different training and experience requirements on two aircraft that are technically almost 100% alike. The types and variants are:

1) Depending on s/n, most typical MTOM shown

The list of actual differences between the single- and multipilot aircraft is very short:

a) The C550 multi pilot aircraft is technically exactly equal to the C551 single pilot type. The only differences between the two are:

• the slightly higher MTOM of the C550: 13.300 lbs for the C550 and 12.500 lbs for the C551;

• a mandatory yoke mount transponder ident-button on the C551 that is not required on the C550.

b) The C500 multi pilot aircraft is technically exactly equal to the C501 single pilot type. Between these two types there is not even a difference in MTOM, only the yoke mount transponder ident-button.

Single- and multi-pilot types generally have different MEL-requirements, which is managed by the operators approved MEL.

Note: Cessna offers a conversion from 551 to 550 and vice versa by simple Service Bulletin SB550-11-3. These conversions are rare though, because in the main market, the USA, a C550 can be flown single pilot by means of a single pilot licensing exemption for the pilot.

Why? What about the MTOMs?

The reason for this odd situation is routed in the certification history of the aircraft. The initial Citation 500, 50 years ago known ans "Fanjet 500", was a multipilot aeroplane. The concept that a jet can be operated single pilot simply wasn't proven yet. The slow speeds ("Slowtation") and the benign handling characteristics made the C500 an ideal candidate for the first single pilot business jet and a few years after the introduction of the C500 Cessna offered a single pilot variant, called the C501.

The larger and heavier C550, appeared a few year later. The 550 is a much more capable airplane, but it posed a different challenge to the marketing and certification staff at Cessna. While equally practical as a single pilot jet, it weighs more than 5,7 tonnes (12.500 lbs). Back then in the 1970s, any aircraft with an MTOM above 12.500 lbs had to be multi pilot.

So in order to offer a single pilot variant for the larger model as well, Cessna capped the C551 at 12.500 lbs MTOM. This results in a still capable airplane but with a much reduced useful load (-800 lbs), as both the C550 and the C551 are technically identical and field the same empty weights.

Today, single pilot business jets above 12.500 lbs such as the CJ4 and the Phenom 300 are not unusual, but back in the 1970s this was not an option Cessna pursued.

In the US all this is not a problem, as the entire family C500,501,550,551 and 560 is one type rating with single pilot exemptions available for all variants therein. EASA has not followed this example and has blessed us with two different type ratings in two very different licensing categories – for the same aircraft.


Differences between C500 and 550 series

The differences between the C500 and C550 series (and C501 and C551 respectively) are mainly performance and mass and balance due to the more powerful engine variants and higher fuel capacity utilised in the C550 and C551. The handling characteristics and systems are mostly identical.

Differences training is required between the C500 and 550 and the C501 and 551.

Frequently asked questions

Our examiners are happy to perform the required checkrides. A combination with your operator's OPC is of course possible depending on the provisions of our OM. Please note, that a Skill Test, Proficiency Check or Assessment of Competency is not a flight performed under ATO approval. So for a mere checkride we don't have to include your aircraft in the ATO.

If you provide us with your OM-B and Checklists we're more than happy to train with out SOPs as long as they don't contradict any of our operating restrictions in out OM-B.

The following tables provide details about the courses Airwork Operations GmbH offers.

Hi, nach meinem Verständnis erreicht man mit dem TN72 einen SIL > 0 allerdings nur am Trig TT22 nicht am TT21. Ich hab den TT22 in der Bonnie (am 430W) und einfacher geht's bzgl. Einbau und Bedienung wirklich nicht. Hat alles auf Anhieb funktioniert.
Laut Spec müsste der TT31 auch SIL > 0 unterstützen, ich würde das aber zur Sicherheit vom Hersteller bestätigen lassen bevor man Geld ausgibt.

Problem beim TN72 ist, dass die Antenne zertifiziert eingebaut werden muss. Bei n-reg ist das nicht wirklich mehr Aufwand, bei EASA-reg bin ich da skeptisch. Könnte am Ende teurer werden als 430 auf W aufzurüsten. Ist aber in keinem Fall einfach ein "Dashboard-GPS".

Ich würde die Aufrüstung des 430 auf W in Erwägung ziehen. Die Maßnahme besteht aus Hardware-Aufrüstung im Gerät und einer neuen GPS-Antenne anstelle der alten (selber Ausschnitt, selbes Kabel). Wenn schon neue Antenne, dann doch gleich auch für's NAV - oder? Das W ist wirklich ein deutlich besseres Gerät auch in Bezug auf die DB, Geschwindigkeit und andere Features z.B. LNAV+V oder FlightStream.

viele Grüße,
Jan

Die gängigen mehrmotorigen Turboprops fallen unter 5,7 to zum Glück nicht unter NCC, sondern unter NCO.

viele Grüße,
Jan Brill

... sorry to break the news: Aber das gibt's nicht. 200 KTAS und Mogas ist bis auf wenige Ausnahmen nicht machbar aus den Gründen die Sven schon dargelegt hat. Die Punkte die am weitesten von der Realität entfernt sind wären

- Mogas vs. Known Icing
- Mogas vs. 200 KTAS

Kannst Du die Liste gewichten?

Known Icing wäre mir z.B. am wenigsten wichtig. Ein Flugzeug, dass 200 kts fliegt unter 2 to. vermeidet Icing eh durch Performance und da wo das nicht geht helfen ein paar Boots auch nichts mehr.

Andererseits: Wenn man auf Mogas verzichtet sind die restlichen Specs wieder etwas realistischer.

Was ist Dir am wichtigsten? Am wenigsten wichtig?

viele Grüße,
Jan