A320-series Interoperability Question
Thread Starter
Join Date: Apr 2008
Location: Galway, Ireland
Age: 32
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
A320-series Interoperability Question
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.
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.
Only half a speed-brake
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.
Thread Starter
Join Date: Apr 2008
Location: Galway, Ireland
Age: 32
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
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!
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!
Only half a speed-brake
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.
Join Date: Jun 2006
Location: UK
Posts: 64
Likes: 0
Received 0 Likes
on
0 Posts
Airbus
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!
Thread Starter
Join Date: Apr 2008
Location: Galway, Ireland
Age: 32
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
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'm not a pilot however, so this is simple plane-spotters gossip!
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.
Only half a speed-brake
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.
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)
FD (the un-real)
Join Date: Aug 1999
Location: Al tube.
Posts: 464
Likes: 0
Received 0 Likes
on
0 Posts
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.
In a same vein some of our pilots fly 757s and 767s.
Thread Starter
Join Date: Apr 2008
Location: Galway, Ireland
Age: 32
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by FlightDetent
speaking of yaw, was I incorrect in thinking that there is no auto rudder?
Only half a speed-brake
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.
---
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.
