A-320 Command or A-340/A-330 P2 ? What is a better choice ? Your 2 cents

[ntx257y]

Hello Everyone,

I am a new P2 on the A-320 with about 500 hrs on type.

I would like some help in reaching a prudent decision ?

My options currently are :

1) Stick on the A-320 and finish the required hours and move over to the left seat (P1) this will take about 3 yrs

2) Transition over to the A-340 as a P2 and then eventually A-330 get the endorsement and after completing the hours come back to the A-320 for command to the left seat (P1) this will take about 4-5 yrs

Is the A-330 / A-340 endorsements (P2) of a greater value than of a A-320 (P1) endorsements ?

What would you do if you were in my place ?

While Answering : Keep in mind the Pro/Cons of long Haul flying on a A-340 as a P1 (that amount to virtually only Radio work and rarely any T/Off or Landing) plus the 16-18 hr flights as compared to a P1 on the A-320 with usually same day returns to your Home base and a lot more hands on flying.

Thanks to all those who share their thoughts and provide an insight.

Lpar

[Hand Solo]

How much do you want to be P1? Command hours are always more valuable if your intention is to move employer or if you are retiring soon and want to maximise your earnings. On the other hand if you are likely to stay with your present employer for some time, you don't need to maximise your short term earnings and you want to see some of the world then go for the long haul time. Flying the A330/340 will expose you to a different kind of flying than the A320 due to the longer range planning, the reduced number of alternates, oceanic experience and the operation of the aircraft much closer to it's performance limits. The hands on flying aspect isn't really that significant on the FBW Airbusses, after 3 years flying short haul on a 320 you'll be able to do it fairly well anyway and will probably be using the autopilot just as much as you would on long haul.

[lederhosen]

Depends what the upgrade process is like at your airline. But in the past it would seem that long haul FO's have had a lower success rate in upgrading than short haul pilots. In BA I believe there was a noticeable difference between ex BEA and BOAC pilots. One hears rumours of lower than average success in upgrading at Cathay and Qantas. Of course there may be other reasons.

[411A]

This question comes up from time to time, and I was advised many years ago by an old grizzled director of operations, thusly...

A pilot should never ever reject the offered Command, at the earliest opportunity.

Did I follow this advice?
You bet, and it has served me well for well over thirty years.

NB. The same can be said about type ratings...never reject out of hand.

[763 jock]

Agree with 411A. Never turn down a Command. Captain's seniority lists couldn't care less about the type you fly.

[Aussie]

Likewise, i would go the command, without doubt!

[CEJM]

Where I have to agree with the previous poster about never turning down a command, there is also something else to consider.

Now you have an oppertunity to experience long haul flying for a couple of years before going back to the A320 only. If you choose the stay on the A320 till you get your command then the only experience you have got is short haul flying.

Personally I think that having experienced long and short haul flying can be invaluable in your career. With regards to the type of flying you prefer.

Don't know who your employer is but I would think that after years as a Capt on the A320 you will probably get a chance at being a Capt on the A33/340. However once you choose to be a Capt on the A330/340 can you move back to the A320 if you don't like it?

If not, then get your long haul experience in now so you will be able to decide if you like that kind of lifestyle. It would be a shame if you find out that long haul flying is nothing for you once you decided to join the A330/340 fleet as a Capt but can't move back to the A320.

Also it depends a bit on your age. If you got another 35+ years to go to retirement then 2 or 3 years more in the r/h seat shouldn't make a difference.

CEJM

[763 jock]

The problem occurs if your airline contracts the fleet size. I'd get the LHS first and worry about the long haul later. Plenty of my mates just missed a command several years ago and are still stuck in the RHS after the airline dumped some airframes.

Get some LHS airline jet time in your logbook and a whole host of options are available to you.