Transition from Single Engine Piston to Airbus320 ?
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Transition from Single Engine Piston to Airbus320 ?
Hello everyone. Just wondering how difficult is it to transit from a single engine (250 hour experience) to a multi engine jet such as the A320/737 
.
Experienced insights / opinions are greatly welcomed !
.Experienced insights / opinions are greatly welcomed !
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If you study the procedures then it won't be difficult for you to act like a robot.
The most difficult work will be for the Captain...lol. This poor guy will be single pilot in case of an unusual situation because you have nothing to bring in term of experience...
Please let me know if you get the job, I'll try not to book a seat in this flight
The most difficult work will be for the Captain...lol. This poor guy will be single pilot in case of an unusual situation because you have nothing to bring in term of experience...
Please let me know if you get the job, I'll try not to book a seat in this flight
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RedBullGaveMeWings
Thank you for such an informative post. I fully understand what you are trying to say, especially the inertia (as local pilots say that the machine is fast, learn to stay ahead of the aircraft ). Normal law, direct law and alternate laws. A320 FCOM stuff . Are you flying the A320 sir?
ACP
I won't let you know when this combination exists in the cockpit
I want to enjoy the roller coaster ride.
Thank you for such an informative post. I fully understand what you are trying to say, especially the inertia (as local pilots say that the machine is fast, learn to stay ahead of the aircraft ). Normal law, direct law and alternate laws. A320 FCOM stuff . Are you flying the A320 sir?
ACP
I won't let you know when this combination exists in the cockpit
I want to enjoy the roller coaster ride.
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Hi there,
well, first off, if you hold a CPL/IR (single-engine) then you can't legal fly an A320 because you'd need a multi-engine rating first. But if you already hold a multi-engine rating, you're fine of course! Irrespective of the number of multi hours you have (the more the better of course) there is actual not that much of a difference between flying a piston multi-engine or a jet (A320), besides the inertia moment (which was already mentioned above).
I personally had the opportunity of flying an A330 full-motion sim (without any previous jet experience) and I must say I was surprised about the easy handling characteristics of this heavy aircraft. I had the impression that it was actually easier to fly than a multi-engine piston (piper seminole or Beech Duchess). The main difference which I noticed was that you have to be well ahead of the aircraft since things are happing much faster, due to the higher airspeed and that if you aren't established on the LOC early enough, then you have no chance of getting it fixed, because of the high inertia momentum of the aircraft.
well, first off, if you hold a CPL/IR (single-engine) then you can't legal fly an A320 because you'd need a multi-engine rating first. But if you already hold a multi-engine rating, you're fine of course! Irrespective of the number of multi hours you have (the more the better of course) there is actual not that much of a difference between flying a piston multi-engine or a jet (A320), besides the inertia moment (which was already mentioned above).
I personally had the opportunity of flying an A330 full-motion sim (without any previous jet experience) and I must say I was surprised about the easy handling characteristics of this heavy aircraft. I had the impression that it was actually easier to fly than a multi-engine piston (piper seminole or Beech Duchess). The main difference which I noticed was that you have to be well ahead of the aircraft since things are happing much faster, due to the higher airspeed and that if you aren't established on the LOC early enough, then you have no chance of getting it fixed, because of the high inertia momentum of the aircraft.
de minimus non curat lex
You will need to achieve IRST on a MEP(land).
Then undertake a MCC course, although the best transition would be through a MCC/JOC course before any type rating.
Inertia & power pitch couple will be something new to get to grips with.
This is what might be regarded as the standard route to becoming an airline FO.
Then undertake a MCC course, although the best transition would be through a MCC/JOC course before any type rating.
Inertia & power pitch couple will be something new to get to grips with.
This is what might be regarded as the standard route to becoming an airline FO.
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I went from flying fast small things to flying rotary wobbly things to flying a PA28 for reasons only know to the CAA and the then National requirements and my next aircraft after the PA28 was an A320.
Is it difficult? In my opinion no. The conversion course (provided by the company way back when :-) ) was excellent so the line training was great fun.
At the end of the day it's basically an aircraft, same as the PA28 but with more weight, thrust and inertia. Getting used to the side stick control laws back then was easy for me as big helicopters fly in a similar manner (roll rate demand).
What does take some time is getting used to the planning and conduct of the flight, the fore thought, spacial awareness and think ahead required to operate such aircraft in and out of busy airports and airspace. Also ensuring that you listen and learn as, as has been posted previously, at that point you're not bringing much experience with you in your case, the TC will be working his/her 'metaphorical' nuts off (whilst trying not to show it obviously!).
It all comes with time.
Is it difficult? In my opinion no. The conversion course (provided by the company way back when :-) ) was excellent so the line training was great fun.
At the end of the day it's basically an aircraft, same as the PA28 but with more weight, thrust and inertia. Getting used to the side stick control laws back then was easy for me as big helicopters fly in a similar manner (roll rate demand).
What does take some time is getting used to the planning and conduct of the flight, the fore thought, spacial awareness and think ahead required to operate such aircraft in and out of busy airports and airspace. Also ensuring that you listen and learn as, as has been posted previously, at that point you're not bringing much experience with you in your case, the TC will be working his/her 'metaphorical' nuts off (whilst trying not to show it obviously!).
It all comes with time.
