turboprop to jet transition for captains{no jet time}
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Join Date: Mar 2005
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turboprop to jet transition for captains{no jet time}
hi guys,just wondering if theres any direct turboprop to jet command transition training on RJs out there.
If there cases in the states i would appreciate the inform.Companies like mesaba or horizon who have up graded from saab and Dash 8,to CRJ and ERJ. 
thanks a heap denoh
If there cases in the states i would appreciate the inform.Companies like mesaba or horizon who have up graded from saab and Dash 8,to CRJ and ERJ. thanks a heap denoh
Join Date: Dec 2005
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it would seem that you want to fly jets but haven't yet. while there are plenty of people who would like to take your money and teach you little, may I suggest the following?
1. Purchase and read: "handling the big jets" by DP Davies, former head test pilot of UK"s CAA.
also: "Fly the Wing" by webb.
and my advice is this:
engine failures on turboprops are much harder to handle than on jets.
always stabalize your approach early with jets until you really get the feel of your plane, always use an electronic glideslope if available and a calculated one if not available.
TRIM
hand fly as much as possible
be very careful in turbulence and sometimes flying higher is not better, do not get into the coffin corner.
you seem interested in CRJ's....read all you can about the pinnacle crash and the inability to restart engines and core lock.
also, the smaller CRJ's don't have leading edge devices...always touch the wing looking for ice prior to starting the engines!
good luck
jon
1. Purchase and read: "handling the big jets" by DP Davies, former head test pilot of UK"s CAA.
also: "Fly the Wing" by webb.
and my advice is this:
engine failures on turboprops are much harder to handle than on jets.
always stabalize your approach early with jets until you really get the feel of your plane, always use an electronic glideslope if available and a calculated one if not available.
TRIM
hand fly as much as possible
be very careful in turbulence and sometimes flying higher is not better, do not get into the coffin corner.
you seem interested in CRJ's....read all you can about the pinnacle crash and the inability to restart engines and core lock.
also, the smaller CRJ's don't have leading edge devices...always touch the wing looking for ice prior to starting the engines!
good luck
jon
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Direct to jets...command?
Yes, certainly possible, if done correctly, and you have really adequate prior heavy experience.
I did so many years ago directly to command on the B707, and of course, its not easy, especially on the earlier models of this particular type.
Good training is the key...mine was completed at PanAmerican, considered absolutely the best available at the time (early seventies)...the FAA check was not easy as well, as they don't just give these away.
The best of luck, as it's certainly a very satisfying move up...paywise as well.
I did so many years ago directly to command on the B707, and of course, its not easy, especially on the earlier models of this particular type.
Good training is the key...mine was completed at PanAmerican, considered absolutely the best available at the time (early seventies)...the FAA check was not easy as well, as they don't just give these away.
The best of luck, as it's certainly a very satisfying move up...paywise as well.
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I transitioned from an ATR-72 to a CRJ a couple of years ago,I would agree with the post by jondc9,also if you are not used to using an FMS you may want to get some training on the type in your new aircraft.that for me was the hardest part,once i got used to the FMS it made life a lot easier.
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I transitioned from a Dash 8 (300/400) to a Fokker 70 with a couple 1000 hours of Turboprop time and didn't find it very challenging.
Both the Canadair and Avro RJs are a little less supportive of the pilot than the Fokker but most turboprop pilots here seem to find the transition easy. We also do the occasional combined upgrading/jet conversion for turboprop F/Os and none flunked so far.
Depending on the type, mastering the FMS and Flight Director/Autopilot is a vital part of the game and might be quite a move up from the usual turboprop equipment.
Staying in the loop with higher speeds and higher climb/descent rates was less of a challenge than anticipated. Humans are just not built to feel speed
A proper typerating at a quality airline/training outfit should do the trick. "Jet Transition" to a generic jet (or on some old Citation/727/etc. Sim) is maybe more of a snake oil diet preparing you for something that isn't any longer there in real life.
Both the Canadair and Avro RJs are a little less supportive of the pilot than the Fokker but most turboprop pilots here seem to find the transition easy. We also do the occasional combined upgrading/jet conversion for turboprop F/Os and none flunked so far.
Depending on the type, mastering the FMS and Flight Director/Autopilot is a vital part of the game and might be quite a move up from the usual turboprop equipment.
Staying in the loop with higher speeds and higher climb/descent rates was less of a challenge than anticipated. Humans are just not built to feel speed
A proper typerating at a quality airline/training outfit should do the trick. "Jet Transition" to a generic jet (or on some old Citation/727/etc. Sim) is maybe more of a snake oil diet preparing you for something that isn't any longer there in real life.
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The Boeing training document for the B737-200 that eventually turned into the Flightcrew Training Manual has a write up about going from props to jets. Nothing earth shattering but a well written and informative piece. May be able to get you a look if you like.
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Probably the biggest change you will encounter is energy management, and the lack of drag when the levers go to idle...any of the rest of it is flying the panel in front of you and using the published numbers in the FCOM or whatever it's called by the manufacturer..
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Hello to everybody!
My first post here.
I know personally some people who moved from ATR42/72 directly to left seat A-320.
Seems no problem as the main philosophy of these types looks similiar.
Happy landings!
My first post here.
I know personally some people who moved from ATR42/72 directly to left seat A-320.
Seems no problem as the main philosophy of these types looks similiar.
Happy landings!
