Well, I've held of for a while here, but this is a crazy discussion; anyone who thinks that a plane is a plane is a plane needs to get a grip. There are so many differences, apart from fuel management, avionics, engine/turbocharger management, v-speeds, handling, emergency procedures, performance charts etc. etc.
I lost a good friend who made a stupid mistake with regards to flap settings in an aircraft he didn’t usually fly:-
“The aircraft was found with 10° flap selected and it is probable that this was used for the take off. The manufacturer does not supply any performance data or publish a recommended technique for this flap setting. For the Cessna 303 aircraft, with which the pilot was familiar, take off techniques differed from the Seneca in some respects. The Cessna 303 Pilot's Operating Handbook included the following information; flap 0° or flap 10° are recommended for normal take off. Under a paragraph entitled 'Crosswind take off' the following technique is recommended: "With the ailerons partially deflected into wind, the airplane is accelerated to a speed higher than normal, and then pulled off abruptly." The witness descriptions of the aircraft becoming airborne and landing again in a nose down attitude suggest that the pilot was not trying, or not able, to lift the aircraft off the ground.”
http://www.aaib.dft.gov.uk/cms_resou...pdf_500773.pdf
The checkout and time in type are but 2 of many requirements you need to meet before you are competent in ANY aircraft. It is a very different thing to get into an into an aircraft on a severe-clear VFR day to getting into the same plane with the WX is 300 and 1 and you didn't read the manual for the Garmin 530....
- Tim