Glass Cockpits and Regionals
12-14-2007, 07:36 AM
#21
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Originally Posted by rickair7777
But you waste the first session learning the glass...and you only get 7-8 before the checkride. An inexperienced pilot might need that extra session.
my first exposure to a glass cockpit was at TSA. it took me all of the first takeoff to figure out how to read and "interpret" the panel (read=follow the FD)
now, you might want to spend 5 or 6hrs in a cirrus right before you head off to initial training to refresh your memory, but spending 200hrs and a few extra thousand dollars to fly a glass cockpit? i'd pass.
12-14-2007, 07:40 AM
#22
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Originally Posted by btwissel
now, you might want to spend 5 or 6hrs in a cirrus right before you head off to initial training to refresh your memory, but spending 200hrs and a few extra thousand dollars to fly a glass cockpit? i'd pass.
12-14-2007, 08:16 AM
#23
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"Western says that "advanced aircraft" training will make us more marketable???"
It might make you more marketable to be an RJ F/O at 300 hours. That, and the RJ course.
If you were looking at a typical 135 freight job, I'd say you'll have serious problems transitioning to old skool. Just keep that in mind, and plan for it. Get some time in a six pack 172 after you fly a six pack sim.
"Western says that "advanced aircraft" training will make us more marketable???"
Be wary of big academy marketing statements. It's often hogwash.
It might make you more marketable to be an RJ F/O at 300 hours. That, and the RJ course.
If you were looking at a typical 135 freight job, I'd say you'll have serious problems transitioning to old skool. Just keep that in mind, and plan for it. Get some time in a six pack 172 after you fly a six pack sim.
"Western says that "advanced aircraft" training will make us more marketable???"
Be wary of big academy marketing statements. It's often hogwash.
12-14-2007, 08:25 AM
#24
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Thanks for the advice. Yes, the rates for the cirrus are much higher than that of your typical 152, but i like the standardization at the college. Also, we have a CRJ transition course in the curriculum so that will also be an option. It seems to have worked out for most of the CFI's I have talked to here.
12-14-2007, 08:34 AM
#25
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I'll echo what others have said: Don't worry about the glass cockpit. It an extremely easy transition, it should take you a couple of hours at the most. Do your training in the cheapest plane you can that is safe, you will need the money later.
12-14-2007, 08:59 AM
#26
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I don't think it matters other than the cost. If you're worried about it go to Skywest. The Brasilia has EFIS but it is so basic there is essentially no difference. In fact, we go between EFIS and non EFIS aircraft on a daily basis. The same may be true for the Saab. Never flown it though.
The biggest place where I figure a little training may come in handy during a speedy initial ground school is programming the box (CDU) or Flight Management Computer (FMC). Boeing, Airbus, Canadair etc. are all different but the philosophy is the same. However, if you're good with computers and can pick up new systems quickly I wouldn't worry about it.
With all that being said. C152. Or a 150 aerobat like I did. A G-meter for private training is a thing of beauty.
The biggest place where I figure a little training may come in handy during a speedy initial ground school is programming the box (CDU) or Flight Management Computer (FMC). Boeing, Airbus, Canadair etc. are all different but the philosophy is the same. However, if you're good with computers and can pick up new systems quickly I wouldn't worry about it.
With all that being said. C152. Or a 150 aerobat like I did. A G-meter for private training is a thing of beauty.
12-14-2007, 09:45 AM
#28
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What is the rental rate on a cirrus anyway?
Thanks for the advice. Yes, the rates for the cirrus are much higher than that of your typical 152, but i like the standardization at the college. Also, we have a CRJ transition course in the curriculum so that will also be an option.
Our JET course is very good, however.
12-14-2007, 01:29 PM
#29
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[QUOTE=shackone;279449]Success in initial training for regional aircraft with advanced cockpits is mostly a function of attitude and the ability to learn new material in a compressed training environment.
QUOTE]
And what if you dont have this ability? Then wouldnt be a good idea to get a heads up by getting exposed to it before you go into an environment where you are being evaluated on it?
QUOTE]
And what if you dont have this ability? Then wouldnt be a good idea to get a heads up by getting exposed to it before you go into an environment where you are being evaluated on it?
