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Sim Jet Training: Introduction (Read 186 times)

Reply #15 - Jan 2^nd, 2008 at 8:27pm

Brett_Henderson Offline
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Brett: once you get the details of shared-cockpit checkrides, I'd like to be able to do the same for the ATP license and jet checkouts.

Absoulutely

I've done quite a few shared cockpit, checkrides.... even helped a real pilot prep for his real instrument checkride. It's an incredible tool.. and gobs of fun..

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Reply #16 - Jan 3^rd, 2008 at 1:40pm

C Offline
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beaky wrote on Jan 2^nd, 2008 at 7:15pm:

Charlie wrote on Jan 2^nd, 2008 at 5:38pm:

To be fair, a lot of people go straight onto jets via nothing bigger than a Piper Seneca/Seminole and a simulator type rating. In my experience the biggest I'd flown before the Funbus was only a standard B200 King Air.

That surprises me, that pilots would go from pistons to jets without some time in a King Air or similar... but I guess if you get the airline-quality sim training it's not so big a leap.

I find it a little surprising too, but then again, I suppose it all boils down to money. If you can do an IR in a piston Seneca or Seminole for example, then the school aren't going to have anything like a King Air in their fleet if they can help it.

I probably had about 70hrs combined on the King Air and its simulator, and then probably 25-30hrs in the VC10 sim before flying the real thing, so the real "leap" is done in the synthetic environment.

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Reply #17 - Jan 3^rd, 2008 at 10:17pm

beaky Offline
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Charlie wrote on Jan 3^rd, 2008 at 1:40pm:

I probably had about 70hrs combined on the King Air and its simulator, and then probably 25-30hrs in the VC10 sim before flying the real thing, so the real "leap" is done in the synthetic environment.

I get all trembly just thinking about flying a proper VC10 sim; LOL... must be sheer magic to get to crew the real thing. Grin

I always enjoy flying it in FS9, although I usually shy away from big jets (yawn).
You've probably mentioned this already but: how many flight hours so far for you in the VC10?

Would you agree that transitioning to kerosene-burners requires some mental retooling (although I'll bet once you get used to it, it's much less skull-work than babysitting pistons)?

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Reply #18 - Jan 4^th, 2008 at 12:32pm

C Offline
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beaky wrote on Jan 3^rd, 2008 at 10:17pm:

You've probably mentioned this already but: how many flight hours so far for you in the VC10?

Not very many, but increasing all the time. Wink

beaky wrote on Jan 3^rd, 2008 at 10:17pm:

Would you agree that transitioning to kerosene-burners requires some mental retooling (although I'll bet once you get used to it, it's much less skull-work than babysitting pistons)?

Yes, and that is where the sim helps out a lot. In my earlier flying training there was a lot of emphasis on being able to "keep ahead of the aeroplane", particularly when flying low-level, or leading a formation - thinking well ahead.

What I've noticed with a big jet, aside from the obvious handling differences, is the need to be way way ahead, planning far further ahead, such as briefing times for the descent for example. A lot more energy management comes into play too, and anticipation; with the jets you have to think a few seconds ahead with power changes, as it takes a few seconds for the to spool up; on a piston single you may start levelling off 100-200ft from the required level, in a jet, you start the mechanics of it 1000-2000ft from the desired level. After a while though it all becomes natural...

...I hope! Grin

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