Alchemy
Well-Known Member
1) Transports are more difficult in my opinion, the main reasons being speed and complexity, not handling qualities. Complexity comes into play during malfunctions. There are a lot of systems that can break, and when they do, it can exponentially increase the crew's workload (that's a big reason why there's usually a "crew" in the first place, and not just one pilot). I just got a reminder of that tonight doing double engine failure work in the 747 sim....it's not always easy.
Handling is generally better and more responsive in transports, plus you have much more engine power when things are working properly. However, when I go back and fly G.A., it seems as if everything is moving in slow motion...you have ridiculous amounts of time to notice things and react to the environment when you're flying 90 knots compared to 300.
2) The sim does not handle identically to the real airplane, especially within 100 feet of the ground. Even the best sims I've flown are most useful as automation trainers. Hand flown takeoffs and landings just aren't the same, mainly in terms of sight picture, control response, and inertial/gravitational forces as felt by the sim's occupants.
3) The more complex and fast the equipment you've flown prior to getting into a turbine, the better off you'll probably be. No, flying a seminole isn't really going to help you that much with your ERJ takeoffs and landings. Low speed handling qualities are something that just have to be learned on your first few flights in a new type of aircraft; but at least you have a better chance of flying a successful instrument approach than somone whose only experience was in an 85 knot C-150.
I had about 900 hours when I got hired into an E145. The biggest thing I'd flown prior was a Baron. I was trainable, and didn't need any extra help beyond the normal allocation, but I certainly wasn't setting the world on fire on IOE. It took some patient check airmen, and patient captains throughout my 1st year to bring me "up to speed" on airline flying. The same applied to my transition from the E145 to the B-744 at 6000 hours (well except I did actually need an extra IOE flight on the 744, I needed about 4 landings in the real plane before the sight picture "clicked", and you only get 3 landings (1 leg as PM and 3 as PF) in the "real deal" prior to your line check if you stay on schedule!). At least in an RJ you're going to probably get a dozen landings on IOE.
Handling is generally better and more responsive in transports, plus you have much more engine power when things are working properly. However, when I go back and fly G.A., it seems as if everything is moving in slow motion...you have ridiculous amounts of time to notice things and react to the environment when you're flying 90 knots compared to 300.
2) The sim does not handle identically to the real airplane, especially within 100 feet of the ground. Even the best sims I've flown are most useful as automation trainers. Hand flown takeoffs and landings just aren't the same, mainly in terms of sight picture, control response, and inertial/gravitational forces as felt by the sim's occupants.
3) The more complex and fast the equipment you've flown prior to getting into a turbine, the better off you'll probably be. No, flying a seminole isn't really going to help you that much with your ERJ takeoffs and landings. Low speed handling qualities are something that just have to be learned on your first few flights in a new type of aircraft; but at least you have a better chance of flying a successful instrument approach than somone whose only experience was in an 85 knot C-150.
I had about 900 hours when I got hired into an E145. The biggest thing I'd flown prior was a Baron. I was trainable, and didn't need any extra help beyond the normal allocation, but I certainly wasn't setting the world on fire on IOE. It took some patient check airmen, and patient captains throughout my 1st year to bring me "up to speed" on airline flying. The same applied to my transition from the E145 to the B-744 at 6000 hours (well except I did actually need an extra IOE flight on the 744, I needed about 4 landings in the real plane before the sight picture "clicked", and you only get 3 landings (1 leg as PM and 3 as PF) in the "real deal" prior to your line check if you stay on schedule!). At least in an RJ you're going to probably get a dozen landings on IOE.