Additional type to TRI
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Additional type to TRI
Hi all,
I am a TRi on the A320, I’m also rated and current on the 330/340 is there a process to get the 330 TRi added to my licence, is this a paperwork exercise or will I be required to perform a check?
Any advice gratefully appreciated.
I am a TRi on the A320, I’m also rated and current on the 330/340 is there a process to get the 330 TRi added to my licence, is this a paperwork exercise or will I be required to perform a check?
Any advice gratefully appreciated.
Join Date: Feb 2009
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Gonna pull this thread back up:
what is the latest on adding a second MPA to a TRI license in EASA land? Not talking about Airbus, more generally speaking.
is there any written regulation, because everyone seems to have different take on it.
what is the latest on adding a second MPA to a TRI license in EASA land? Not talking about Airbus, more generally speaking.
is there any written regulation, because everyone seems to have different take on it.
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Thanks enzino.
So it‘s almost like becoming a TRI for the first time, minus the teaching and learning bit.
Going back to the sim for hours to add a second type seems a bit over the top for me, but what do I know.
So it‘s almost like becoming a TRI for the first time, minus the teaching and learning bit.
Going back to the sim for hours to add a second type seems a bit over the top for me, but what do I know.
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It's basically saying training as required. How much is required depends a lot on where you are coming from and going to. Between similar conventional control types we usually do one sim sesison and the AoC, with quite a lot of classroom time on the tech topics of the type.For someone going to a sidestick for the first time we would do more to practice the techniques of maintaining awareness of what the crew are doing with no visible movement of controls.
That, of course, is just the licencing side of it. Company standardisation should then be several further sessions including UPRT topics.
That, of course, is just the licencing side of it. Company standardisation should then be several further sessions including UPRT topics.
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It's basically saying training as required. How much is required depends a lot on where you are coming from and going to. Between similar conventional control types we usually do one sim sesison and the AoC, with quite a lot of classroom time on the tech topics of the type.For someone going to a sidestick for the first time we would do more to practice the techniques of maintaining awareness of what the crew are doing with no visible movement of controls.
That, of course, is just the licencing side of it. Company standardisation should then be several further sessions including UPRT topics.
That, of course, is just the licencing side of it. Company standardisation should then be several further sessions including UPRT topics.
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It's not very helpful
GM1 FCL.910.TRI(b)(2) TRI training for type extension
‘Relevant parts of the technical training and the flight instruction parts of the applicable TRI training course’ means that the training should be relevant to its purpose, taking into consideration the experience of the individual TRI on other aircraft types that are similar to the one for which the extension of TRI privileges is applied for.
‘Relevant parts of the technical training and the flight instruction parts of the applicable TRI training course’ means that the training should be relevant to its purpose, taking into consideration the experience of the individual TRI on other aircraft types that are similar to the one for which the extension of TRI privileges is applied for.
