EmSeeEye From United States of America, joined Jun 2006, 508 posts, RR: 0 Posted (7 years 1 week 1 day 5 hours ago) and read 5293 times:
I hope this doesnt seem like a silly question. I guess I should know the answer but I couldnt seem to find a specific answer anywhere.
If a pilot holds a type rating for a specific aircraft does that include any engine types that may be on that aircraft? For example if an Airbus pilot for Frontier takes a job at lets say... Jetblue or UA is there any different training required for the different engine types? Could a pilot (hyothetically) walk onto a plane with different engines and operate as normal? Or in the case of US they have airbus A/C with differnet engine types. Any special training for the differnet engine types?
The closest thread I could find is the one below but it doesnt answer my specific question:
Point8six From United Kingdom, joined Apr 2008, 94 posts, RR: 0
Reply 1, posted (7 years 1 week 1 day 2 hours ago) and read 5252 times:
Type rating for the Boeing 747 is not engine-specific. Operating aircraft with different engine types usually requires a "differences" briefing - either verbal(classroom) and/or written (cheat-sheet). In the early 90's BA operated B747-200's with P&W, R-R and GE engines. Obviously different limitations and operating techniques and some instrument variations, but generally not too taxing for the crews!
AAH732UAL From , joined Dec 1969, posts, RR:
Reply 3, posted (7 years 1 week 22 hours ago) and read 5203 times:
I think the 757 RR and PW are on the same ticket. Only difference is the Rollies have an extra EICAS disply showing N3. Both show EPR values and actually....... they also share the same ticket with the GE 767 which shows N1 in-leiu of EPR.
I think the basic typerating is for all types and then special note is made when they different engine types are flown.
SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 66
Reply 7, posted (7 years 1 week 19 hours ago) and read 5157 times:
The answer is no, the type rating is not engine-specific. The real answer is that if the pilot in question goes from one airline to another he still has to undergo the new airline's training curriculum. He may be granted a variance on the number of hours to be flown in the simulator if he is current in one iteration of the same type, but he will get familiarized with the new engine type.
On the other hand, if the company adds to its fleet and selects a different engine for the added aircraft, everyone who flys them will undergo differences training.
Quoting 2H4 (Reply 5): try your hand at operating three different engine types on a single aircraft:
This might be the time for my claim-to-fame. I logged time in a Beechcraft that had one liquid-cooled recip and one turbine, mounted fore and aft. It was a 16800 lb. two-seater.
Only I didn't FLY the thing.
It was a tug.
Happiness is not seeing another trite Ste. Maarten photo all week long.
PGNCS From United States of America, joined Apr 2007, 2913 posts, RR: 48
Reply 8, posted (7 years 1 week 18 hours ago) and read 5145 times:
Approved differences training for a new engine type on an aircraft type that the operator already has (and that you are currently qualified in, obviously) can be as extensive as reading a one or two page summary about the characteristics and limitations of the new engine type and certifying that you have accomplished the training. It's a non-event in almost all cases.
VC-10 From United Kingdom, joined Oct 1999, 3719 posts, RR: 32
Reply 9, posted (7 years 1 week 18 hours ago) and read 5139 times:
Quoting Airxliban (Reply 4):
I knew that BA operated 742s with PW engines (IIRC they leased two of the MEA 747-200s which had JT9s) but I wasn't aware of their having operating 742s with GE engines. Where did they get those from?
They acquired them when they took over British Caledonian