Hey Oosik:
No sweat about the log books. As a retired Capt that is not a problem. You have to remember this part of the world is British:-( You have to “renew your instrument rating” under that British lock-step and you need to have your log book “signed.” Yea all that JAA crap! You know, 100 years of tradition unaffected by progress!
Well not to worry. Signing logbooks, like a 200 hour student pilot is truly insulting; but the British system seems to feel that it is “quite cheerie old boy.” So here is what you do. Contact you former CP (if he is still around.) If not get a fleet manager, director of operations or VP of Flight to sign your timesheets; you probably are friends with them or at least senior and they are happy to have you retire:-) Your sheets will have all the necessary info and you will only have to separate block time from pay time.
If that fails, bring any data showing you are retired and how many years you flew as a pilot. The world knows a pilot for a major US carrier averages about 400-600 block hours a year (not pay but block.) If you flew 25-30 years – well you do the math but suffice it to say you have a solid 5 figures of flight time.
You can bring your military log books and do a simple 1.15 conversion which most companies feel is fine. Bring a copy of your DD-214s as well and that will be sufficient.
Now for Airbus procedures – they are really funny. Most of the airlines over here are extremely different from what you are use to. They do not develop training the way you know it. As a result, they use manufacturer’s documents. FCOMS are a compilation of a ton of different books. Unlike in the USA where everything you need to know is in one volume, you may have to look in 4-5 books for data on one system. Then you still don’t know if you have everything. Also manufacturers write books as manufacturers, not airlines. They are written by lawyers for liability purposes and as such they are written intentionally vague and disjointed. Very disturbing for people who worked for major western airlines!
Having said that, a lot of the procedures used in training (chapter 18) of your pilot handbook (aka aircraft manual) are probably very similar to Airbus SOPs. Come on how many different ways can you do an engine failure? How many different ways can you read and do an ECAM memo? Aviate, navigate, and communicate works using any procedures on any plane; so just fly the plane and you’ll do fine!
To answer your question about giving it a shot, here is my opinion. JUST FLY THE PLANE! You will get a sim ride and who in the world cares what you say (throttle, thrust lever, power levers, go poles or motor sticks) just push them when you want to go and pull them back when you want to stop.
While what is called system knowledge will be an integral part, the ultimate need is for excellent pilots. Guys like you, who have experience that can not come out of a book. Guys who can fly the airplane: do that and you may do quite well.
Just remember, whether it is in the Gulf, India, or Asia, this is what they use. Even smaller airlines in Europe use the same thing so if you want to give it a shot anywhere then this part of the world is probably the best for you.
Good luck,
Burners and Out