C402/C404 Endorsement?
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Location: Perth, WA, Australia
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"C310/402A&B and C402C/404 endorsements would have made more sense in my mind. "
I agree Continental-520. The systems in a 402c have a greater similarity to a 404 than a 402b. I haven't flown a 310, but it sounds like it has the same somewhat interesting fuel system the 402b has.
I agree Continental-520. The systems in a 402c have a greater similarity to a 404 than a 402b. I haven't flown a 310, but it sounds like it has the same somewhat interesting fuel system the 402b has.
Bugsmasherdriverandjediknite
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I have 402/421 in my log book and had no problem jumping to the 404. I only ever flew the 402 once after the endo, and went back to the 310, then straight into the 404. It is a very easy aircraft to fly with a couple of little idiosyncrasies. any one that has flown any 300 or 400 series airplane will fly it without a problem. You will get shown around the GTISO during your check ride with the company before they let you loose in it in most cases any way.
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Thanks Brian,
Sent them an email and just waiting on a reply.
So no one knows anyone in QLD who can do a Cessna 421 endo or can i just get a 402 endo and do the pressurisation seperate???
Sent them an email and just waiting on a reply.
So no one knows anyone in QLD who can do a Cessna 421 endo or can i just get a 402 endo and do the pressurisation seperate???
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According to the CAO's you could just do the 402 endorsement, then all you need is the special design feature endorsement i.e pressurisation system, which you could do on a pressurised 210.
300
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which you could do on a pressurised 210.
Join Date: Feb 2003
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To complete this thread!
Yes the Titan 404, used to be a seperate endorsement to the 401/411 that many of us had. Seperate design features as in hydraulic gear system and the geared propellors. The 402C is a close cousin.
In 1994 the CAO was changed and the 404 was included into the new class 401/421 with no seperate proviso. 414 and 421 had the pressurisation proviso.
I know this well as I was working for a company that operated 402 and 404. When one was seen as worthy enough to move to the 404 a CASA approved person had to be paid to travel to our location and do a 404 endorsement.
A cost to the company. And difficult and resulted in delays. In my case some monthes.
Then the CAO changed! 10 hours ICUS with the company 404 guru and I was let loose with no need for a new sticker and some thousands of dollers to a CASA mate to grant it.
Yes the Titan 404, used to be a seperate endorsement to the 401/411 that many of us had. Seperate design features as in hydraulic gear system and the geared propellors. The 402C is a close cousin.
In 1994 the CAO was changed and the 404 was included into the new class 401/421 with no seperate proviso. 414 and 421 had the pressurisation proviso.
I know this well as I was working for a company that operated 402 and 404. When one was seen as worthy enough to move to the 404 a CASA approved person had to be paid to travel to our location and do a 404 endorsement.
A cost to the company. And difficult and resulted in delays. In my case some monthes.
Then the CAO changed! 10 hours ICUS with the company 404 guru and I was let loose with no need for a new sticker and some thousands of dollers to a CASA mate to grant it.
I haven't flown a 310, but it sounds like it has the same somewhat interesting fuel system the 402b has.
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I see your point FTDK but it is a somthing nothing. What a 1 left off a rating.
Or , as I am sure you know an early model had an assymetric problem at an airfield near Brisbane and killed people .
Or , as I am sure you know an early model had an assymetric problem at an airfield near Brisbane and killed people .
Give me a break, there's nothing hard about the 310 or tip tanked 400 series Cessna fuel systems.
AV8R, Qld Aviation Services has a 414 that endorsement can be done in at Caloundra. Check PM's.
If you need a separate Press Endo, PM me and I know a 210P that I can help you with.
Except that people forget how the fuel returns and you can't access aux fuel from that side after an engine failure
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Peter,
Give me a break Peter. I never said it was 'hard'. However I think the engineers that built them made an overly complex system, that could catch out the unwary. For example somebody who trained on a 402c or 404, then jumped into to a 402b or 310 and didn't know to use a portion of the mains before the aux tanks to avoid fuel venting over board. What I am talking about Peter is the risks involved in handing out a blanket endorsement for all models. I would like to think in 99% of cases it wouldn't be an issue, especailly considering most people flying those aircraft types would be professional CPL holders, who would diligently read up on another model before flying it. However, experience has shown me some people are not so diligent, or are simply to stupid to understand a fuel system schematic.
Give me a break Peter. I never said it was 'hard'. However I think the engineers that built them made an overly complex system, that could catch out the unwary. For example somebody who trained on a 402c or 404, then jumped into to a 402b or 310 and didn't know to use a portion of the mains before the aux tanks to avoid fuel venting over board. What I am talking about Peter is the risks involved in handing out a blanket endorsement for all models. I would like to think in 99% of cases it wouldn't be an issue, especailly considering most people flying those aircraft types would be professional CPL holders, who would diligently read up on another model before flying it. However, experience has shown me some people are not so diligent, or are simply to stupid to understand a fuel system schematic.
