Hawker 400 Type rating Advice
06-30-2016, 05:04 AM
#1
Gets Weekends Off
Thread Starter
Joined APC: Mar 2013
Posts: 410
Hawker 400 Type rating Advice
Hey everyone,
There is a possibility I may be offered a job on a BE400. I have 510 hours TT / 45 multi. Not IFR current.
I've never gone through a jet type rating before and not really sure what to expect. Do you recommend I go get IFR current before the training?
My last job was mostly VFR so this will be a big jump for me.
Cat's not in the bag yet, just thinking a head.
Thanks!
There is a possibility I may be offered a job on a BE400. I have 510 hours TT / 45 multi. Not IFR current.
I've never gone through a jet type rating before and not really sure what to expect. Do you recommend I go get IFR current before the training?
My last job was mostly VFR so this will be a big jump for me.
Cat's not in the bag yet, just thinking a head.
Thanks!
06-30-2016, 06:45 AM
#2
Disinterested Third Party
Joined APC: Jun 2012
Posts: 5,995
First of all, just post in one place. Spanning multiple areas is poor form.
Second, a type rating checkride is an ATP checkride. Should you be instrument current? It's an instrument checkride.
Third, the type rating consists of two basic parts; instrument flying, and thorough knowledge of a specific aircraft, which is what your type rating training is for. Many who undertake a type rating for the first time describe the volume of information that must be learned, and the pace at which it must be absorbed, as "drinking from a firehose." The better prepared one is when starting the training, the easier it is to complete the type rating.
Type training is generally a week to six weeks of systems training, followed by a week or so of simulator training, though some ratings do some of the training in the actual aircraft. It's not the same as checking out in a 172. Nobody looks at how you land. You're assessed on flying an engine-out approach and missed approach in the type aircraft, doing an emergency descent, dealing with cockpit smoke, addressing windshear, etc, and in doing it as a crew.
Doing a type rating will be a new experience for you. You should definitely be instrument current when you begin training, but it's not really currency that's important so much as proficiency, in order to get the most out of the simulator portion of your training. If you're using the simulator time to try to get current or proficient, then you're not focusing on the type training. It's not the place to go to learn to fly instruments...be fully capable and prepared when you show up.
Multi engine flying in a turbojet is easier than in a light piston twin in many respects, especially with regard to an engine-out. Things happen faster, of course, which is another reason that being proficient in your procedures, scan, interpretation, and aircraft control is important when undertaking type training. It's best to be able to focus on the material you're being taught and not have to worry about any remedial training.
Trust me. I've done it both ways, and you're far better arriving ready to go.
Second, a type rating checkride is an ATP checkride. Should you be instrument current? It's an instrument checkride.
Third, the type rating consists of two basic parts; instrument flying, and thorough knowledge of a specific aircraft, which is what your type rating training is for. Many who undertake a type rating for the first time describe the volume of information that must be learned, and the pace at which it must be absorbed, as "drinking from a firehose." The better prepared one is when starting the training, the easier it is to complete the type rating.
Type training is generally a week to six weeks of systems training, followed by a week or so of simulator training, though some ratings do some of the training in the actual aircraft. It's not the same as checking out in a 172. Nobody looks at how you land. You're assessed on flying an engine-out approach and missed approach in the type aircraft, doing an emergency descent, dealing with cockpit smoke, addressing windshear, etc, and in doing it as a crew.
Doing a type rating will be a new experience for you. You should definitely be instrument current when you begin training, but it's not really currency that's important so much as proficiency, in order to get the most out of the simulator portion of your training. If you're using the simulator time to try to get current or proficient, then you're not focusing on the type training. It's not the place to go to learn to fly instruments...be fully capable and prepared when you show up.
Multi engine flying in a turbojet is easier than in a light piston twin in many respects, especially with regard to an engine-out. Things happen faster, of course, which is another reason that being proficient in your procedures, scan, interpretation, and aircraft control is important when undertaking type training. It's best to be able to focus on the material you're being taught and not have to worry about any remedial training.
Trust me. I've done it both ways, and you're far better arriving ready to go.
06-30-2016, 07:50 AM
#3
Gets Weekends Off
Thread Starter
Joined APC: Mar 2013
Posts: 410
Thanks. I tried to delete the post here after moving to the 135 thread but I guess I can't do that. I indicated that on my other thread.
I will definitely go get IFR current ahead of time so I'm not splitting my focus on IFR stuff and the type.
Provided they come back with an offer, this will be a giant leap for me. I'll be as prepared as I can. Thanks.
I will definitely go get IFR current ahead of time so I'm not splitting my focus on IFR stuff and the type.
Provided they come back with an offer, this will be a giant leap for me. I'll be as prepared as I can. Thanks.
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