A320-series Interoperability Question

[TheCosmicFrog]

Hello everyone,

I was always curious to know. If a pilot is a regular driver of a particular A320-series aircraft e.g. A319, is he/she able to jump into another A32x without any type-rating issues?

In other words, do all A320-series aircraft carry an amalgamated type-rating?

Thanks in advance,
Aaron.

[Carnage Matey!]

Yes. They'll be licenced on A318/319/320/321 as the same type rating.

[FlightDetent]

Yes, it is not uncommon. The type rating covers A318-321 just as 737 covers -300 to -900. Some differences training need to be done however while it is extensive, it remains very short. The different sub-types are near to similar by design.

[TheCosmicFrog]

Great, thanks. Does this training have to be done each time a pilot changes ship or can it all be covered in the initial type rating?

If an airline had multiple A320-series planes, could a pilot with an A320 rating jump into the seat of all four of them as the airline places him?

Example:
A pilot who usually flies an A321 falls ill. Can the airline call in a standby pilot who generally flies the A318, or does he have to know all of the subtle differences the A321 has?

Also, I had no idea the 737 had a combi-rating. Does it seriously cover Classic to Next-Generation? A318 to A321 is one thing, but NGs have a reasonably unique gauge layout in comparison to Classic!

[FlightDetent]

If an airline had multiple A320-series planes, could a pilot with an A320 rating jump into the seat of all four of them as the airline places him? That's how we operate. Pilot is not rated on A320, he is rated on 320 series - sylabus is based on 320 profile. Before one actually flies the versions, sufficient training is required to cover all the subtle differencies. Normal recurrent training / checking rules apply thereafter.

[n90bar]

I'm rated on the Airbus - Yesterday I flew a320, today a319 and will fly a 321 on Thursday..all we do each trip is refresh ourselves on the differences....which the company provides us with guide on - Theres really very little difference in flying them!

[Hartington]

I was under the impression that Airbus claim it is feasible for a pilot to be rated for 320 series *and* 330/340 series simultaneously. Has this ever been activated anywhere?

[TheCosmicFrog]

I was under the impression that Airbus claim it is feasible for a pilot to be rated for 320 series *and* 330/340 series simultaneously. Has this ever been activated anywhere?

I believe the reason for this is that Airbus designed the Fly-By-Wire system in the A330 and A340 to respond in a similar fashion to the A320. Remember, rather than moving the control surfaces directly, FBW simply accepts that the pilot "wants to move the plane", and responds in the best way. Airbus (AFAIK) designed the FBW in A330 and A340 to feel as light as A320, therefore making the planes feel as similar as possible.

I'm not a pilot however, so this is simple plane-spotters gossip! :8

Also, (AFAIK, again) A330 and A340 have different type ratings to A320, but can be transferred from A320 within fairly lenient grounds. A340 pilots would obviously have to be trained in the four-engine theory, such as what to do in the event of a single-engine failure as one side of the plane still has 50% thrust.

Although, the Flight Augmentation Computer kicks in to balance the yaw in the event of an engine failure... oh how I love the simplicities of Airbus!

Aaron.

[Double Hydco]

Years back Virgin operated the A340 and the A320 (for the Athens route I think?). I believe the guys would operate both types.

DH

[smudgethecat]

I can think of at least two large uk operators who currently have the same guys flying the A320/330

[FlightDetent]

Fast track transition from 320 to 340/330 is a sellers point achievable only thanks to FBW attributes. I guess it is a week as opposed to 4 times that much from 37 to 5/67. In Airbus speak it is called CCQ, cross-crew qualification. The problem is, in order to benefit you need to operate both (all three) types.

Although, the Flight Augmentation Computer kicks in to balance the yaw in the event of an engine failure... Speaking of yaw, was I incorrect in thinking that there is no auto rudder? Meaning she would flex the ailerons to oppose uncommanded roll but yaw needs to be compensated manually? (no AP, stick released)

FD (the un-real)

[Alloy]

My employer, Monarch, is an example of several types being flown by the same pilots. As an example my licence covers A318/319/320/321 and 330s. Technically the narrow bodies are one type and the 330 is another although there are some significant difference evan between the narrow bodies (for example are 320's have CFMs, 321's have IAE and the 330's have RR Trents for example).

In a same vein some of our pilots fly 757s and 767s.

[TheCosmicFrog]

speaking of yaw, was I incorrect in thinking that there is no auto rudder?

I would imagine that any modern jetliner would have an Autorudder system built into it which activates after acceleration altitude, for obvious reasons (we don't want another American Airlines A300 incident, now do we?)

[Skipness One Echo]

just as 737 covers -300 to -900

Is this correct? I thought the 737NG ( ie the 600-900 ) was a substantially different animal?

[FlightDetent]

It is (correct). It is (a diffrent steed). The differences training and revalidation requirements are far more extensive that say, 319 to 320, still it is a same type rating.
---
I heard that 777 does have some sort of "auto rudder" which may or may not be true. I can assure you the 320 has no such thing apart from yaw damper and turn coordination - with AP disengaged that is.

[TheCosmicFrog]

Is Yaw Damper not a form of Autorudder? :confused:

[FlightDetent]

Definitely not. Ask any ATR hot shot how is their auto-rudder and why they enjoy yaw damper for LDG. (cover, hat, cab, ...)

[TheCosmicFrog]

I might just do that FD!

There's an Aer Arann hub 5 miles from me. Is the rudder the main component of the Yaw Damper though?