can you be current on too many types of aeroplane?
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can you be current on too many types of aeroplane?
Hi there,
Flying over the past 2-3 months has been interesting and varied.
Looking at my logbook, I've flown 6 different types of single engined aeroplanes.
Generally no problems when flying at all. Just wondered what F.I's think - is there a danger of being current on too many types??? too many different speeds, power settings, layout of cockpit differences to remember?
Or is this all good experience?
I will be cutting back and just keeping current on 2 of these, just been taking advantage of the availability of different a/c when others have gone tech.
Any points of view for discussion greatly appreciated!
Flying over the past 2-3 months has been interesting and varied.
Looking at my logbook, I've flown 6 different types of single engined aeroplanes.
Generally no problems when flying at all. Just wondered what F.I's think - is there a danger of being current on too many types??? too many different speeds, power settings, layout of cockpit differences to remember?
Or is this all good experience?
I will be cutting back and just keeping current on 2 of these, just been taking advantage of the availability of different a/c when others have gone tech.
Any points of view for discussion greatly appreciated!
Join Date: Oct 2005
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Many professional operations restrict pilots to two or three airframe types, and allow them to fly only one type per day.
My personal standard is one aircraft per day. Presently I am current on seven different types, but three of them are similiar enough that only differences training is required. The aircraft are a mix of single engine and multi engine piston, turboprop, and turbojet equipment.
I maintain a book of "cheat-sheets" which have the basic numbers and systems data, and memory procedures. I can do a quick "refresher" before I fly an aircraft to keep the numbers in mind; this improves safety and uncomplicates things.
How much you can retain and do depends on you, as well as the complexity of the equipment. The more complex, the greater the difficulty...but as the saying goes, a cub will kill you slowly. Differences in performance make some regular transitions challenging...going from a single engine tailwheel airplane to a large multi engine turbojet airplane, for example.
The number of aircraft isn't so important as ensuring that you remain within your own personal limitations.
My personal standard is one aircraft per day. Presently I am current on seven different types, but three of them are similiar enough that only differences training is required. The aircraft are a mix of single engine and multi engine piston, turboprop, and turbojet equipment.
I maintain a book of "cheat-sheets" which have the basic numbers and systems data, and memory procedures. I can do a quick "refresher" before I fly an aircraft to keep the numbers in mind; this improves safety and uncomplicates things.
How much you can retain and do depends on you, as well as the complexity of the equipment. The more complex, the greater the difficulty...but as the saying goes, a cub will kill you slowly. Differences in performance make some regular transitions challenging...going from a single engine tailwheel airplane to a large multi engine turbojet airplane, for example.
The number of aircraft isn't so important as ensuring that you remain within your own personal limitations.
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Differences in performance make some regular transitions challenging...going from a single engine tailwheel airplane to a large multi engine turbojet airplane, for example.
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Simple answer: no. As Guppy mentions, as long as you are not gash about it and remind yourself of speeds, config differences etc, there is no problem. Some FIs may hop between - and teach on - 2,3 or 4 different aircraft in a day - not a problem as long as you prepare for it. I wouldn't cut back unless you feel it is too much for you.
Dancing with the devil, going with the flow... it's all a game to me.
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The basics often remain the same on SEP's but my advice would be to fully familiarise yourself with the above mentioned factors prior to flight otherwise you may find a mental block in an emergency. I fly varieties of SEP on a daily basis and it's only when something unusual occurs that required action may not be as quick as it could be. If you fly varieties of SEP infrequently I would suggest a checkout if it's been more than 28 days since you last flew the particular model you intend to command. This is only a recommended practice but it makes sense.
VFE.
VFE.
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I had in the past to instruct on different kind of airplane. Single piston, multi piston, multi turbine. I found it very interesting. I was current on all those airplanes, and I felt that a good T/O safety briefing including the speeds and engine failure procedure was enough to remind me the differences. I have enjoyed this kind of flying a lot.
Last edited by KAG; 9th Mar 2009 at 06:05. Reason: correction
Pull and the houses get smaller. Keep pulling and the houses get bigger again
I hop between three powered aeroplanes, two gliders, and a microlight. The above statement is valid for all of them. I also fly a hot air balloon. Burn and the houses get smaller. Stop burning and they get bigger. Cheat sheets are a good idea, just don't get obsessed with the numbers to the degree that you forget that they all fly the same way.
I hop between three powered aeroplanes, two gliders, and a microlight. The above statement is valid for all of them. I also fly a hot air balloon. Burn and the houses get smaller. Stop burning and they get bigger. Cheat sheets are a good idea, just don't get obsessed with the numbers to the degree that you forget that they all fly the same way.
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I teach on 6 different aircraft as well as private owners aircraft. It can make the day very interesting. I have made up a card with all the speeds and that seems to help. I find a good captains brief before take off can help clear up any confusion.
Dancing with the devil, going with the flow... it's all a game to me.
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It is important to know who's doing what in a single pilot operation and for that person to be fully self briefed however, the CAA discourages a multi-crew culture in single pilot operations as it has been a contributory factor in a number of single pilot light aircraft accidents where more than one pilot was on board.
As such instructors are advised when briefing students to use the terms "you will" or "I will" instead of "we will".
VFE.
As such instructors are advised when briefing students to use the terms "you will" or "I will" instead of "we will".
VFE.
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Captain Phil Rimmler.
Ex-TWA.
Before he retired he was triple line qualified.
B747
B767
L1011
The last of the folks at TWA so qualified.
His preference?
L1011...a true gentlemans airplane, so he said.
He was right
Lockheed....the best in the business.
TWA was CATIIIB at LHR...and with Lockheed, a cinch.
Ex-TWA.
Before he retired he was triple line qualified.
B747
B767
L1011
The last of the folks at TWA so qualified.
His preference?
L1011...a true gentlemans airplane, so he said.
He was right
Lockheed....the best in the business.
TWA was CATIIIB at LHR...and with Lockheed, a cinch.
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Currency
I instruct and examine on SEP MEP and Single and Multi crew light jet and agree with various comments that a good brief and read through the QRH/Checklist for vital actions, speeds etc. helps me to keep sharp when changing types and variants.
As with any skill, the longer it is since you practiced it, the less proficient you will be, so it's important to remember this if you haven't flown a type/class/variant for a considerable time and prepare more thoroughly.
One thing which merits mention is the importance of good CRM when changing to and from SPA and MPA types. i.e. ensuring that whoever you are flying with is briefed and comfortable with their role and function and kept fully 'in the loop'.
Also, know your personal limitations and try not to exceed them.
Level 400
As with any skill, the longer it is since you practiced it, the less proficient you will be, so it's important to remember this if you haven't flown a type/class/variant for a considerable time and prepare more thoroughly.
One thing which merits mention is the importance of good CRM when changing to and from SPA and MPA types. i.e. ensuring that whoever you are flying with is briefed and comfortable with their role and function and kept fully 'in the loop'.
Also, know your personal limitations and try not to exceed them.
Level 400
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Interesting. I'm current on the Ikarus C42 and Eurostar microlights and the PA28. I guess mentally I switch between microlight mode and PA28. Microlights are very similar albeit they do handle differently and in fact share the same checklist (both Rotax powered).
