Dual Qualification
12-30-2011 | 01:51 PM
#1
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Dual Qualification
Curious if anyone has seen any kind of report or data that shows if there are any differences in accident rates in operations where pilots maintain dual qualification? I.e. in departments where there is more than 1 type of aircraft with pilots who fly the different types....is there any difference in accident rate--less/more/no difference.
12-30-2011 | 07:03 PM
#2
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From: Left seat on a kite
we fly two jets and two different single props. Not sure of the accident/incident rates.....but I will say it is a pain in the arse trying to remember all those memory items and limitations.
12-30-2011 | 09:30 PM
#3
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From: DAL 737 FO
Curious if anyone has seen any kind of report or data that shows if there are any differences in accident rates in operations where pilots maintain dual qualification? I.e. in departments where there is more than 1 type of aircraft with pilots who fly the different types....is there any difference in accident rate--less/more/no difference.
12-31-2011 | 04:32 AM
#4
Line Holder
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From: FAR 91 CP, GLEX
My owner wants our guys to maintain dual currency in 2 of our 3 types, 6 months on my primary airplane and 12 months on the other. He asked about me staying current on the third but our department manager nixed that. I haven't seen anything to suggest that dual qualification negatively affects safety.
12-31-2011 | 05:56 AM
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Although I have not seen any accident rate documentation about the subject, I feel, through experience of actually being dual qualified at this point, that unless the two types are very similar, proficiency is sacrificed in at least one of the airframes. For me, this directly correlates to a higher probability for accidents or incidents as poor proficiency is a factor in many accident scenarios.
12-31-2011 | 06:14 AM
#6
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Maybe contact the Flight Safety Foundation? They may have data.
There is no issue flying 2 types. Its pretty normal at most larger departments. Schools are usually alternated every 6 months. Its very difficult to schedule trips if guys are not dual qualified once you reach 3-5+ aircraft and 2 types. Nobody was allowed to fly 3 types, even if they wanted to and even if they were similar (3 types of Falcons for example)
If there was a shred of proof that it increased accident/incident data it wouldn't be the industry norm. The rest concerning proficiency and comfort is all opinion. Is it easier flying one type? you bet....but prove its safer? good luck.
There is no issue flying 2 types. Its pretty normal at most larger departments. Schools are usually alternated every 6 months. Its very difficult to schedule trips if guys are not dual qualified once you reach 3-5+ aircraft and 2 types. Nobody was allowed to fly 3 types, even if they wanted to and even if they were similar (3 types of Falcons for example)
If there was a shred of proof that it increased accident/incident data it wouldn't be the industry norm. The rest concerning proficiency and comfort is all opinion. Is it easier flying one type? you bet....but prove its safer? good luck.
12-31-2011 | 11:12 AM
#7
Flying Farmer
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From: Turbo-props' and John Deere's
I know guys that are dual typed at a 135, not only do you have to be proficient, but you have the check rides to prove it.
As far as myself, at any moment I'd feel safe and fine flying any of the tbm models, merdians, mirage/matrix, sr-22, pa32, c310, and a few others. Literally just hop in and go comfortable. I don't see how it would be q problem to be safe to only be limited to only two airframes. Your bonus would be that they would be the exact same planes each time.
As far as myself, at any moment I'd feel safe and fine flying any of the tbm models, merdians, mirage/matrix, sr-22, pa32, c310, and a few others. Literally just hop in and go comfortable. I don't see how it would be q problem to be safe to only be limited to only two airframes. Your bonus would be that they would be the exact same planes each time.
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