Gordonsmall From UK - Scotland, joined Jun 2001, 2236 posts, RR: 19 Posted (12 years 6 months 2 weeks 3 days 13 hours ago) and read 3065 times:
I am led to believe that commercial pilots are required to undertake a skills test in a simulator every six months, and I believe that aircraft which share a common type rating such as 757/767, A320 family and 737-600/700 etc require a test in either of the sub-types associated with the type rating but .......
...... what about crews that are cross qualified across different types e.g. charter pilots in the UK who fly both A320/A321 and A330 aircraft. And also airlines which allow pilots to fly all Airbus FBW types in the fleet such as Austrian airlines - these pilots will be flying in A320, A330 and A340 aircraft - all with different type ratings. Do these pilots have to take a sim check in each of the types they fly?
I also read somewhere that Ryanair had two different flight deck configurations (I believe the autopilot was the main difference) on their 737-200's - and that in order for crews to fly both configurations they took one of their bi-annual sim checks in a sim of one type, and six months later took the sim check in a simulator built to suit the other configuration - could this system be employed by Airbus CCQ'd crews?
Statistically, people who have had the most birthdays tend to live the longest.
Rick767 From United Kingdom, joined Jan 2000, 2662 posts, RR: 49
Reply 2, posted (12 years 6 months 2 weeks 3 days 9 hours ago) and read 3036 times:
Not quite... in order for us to be 757/767 (dual) rated in the UK we must take alternate bi-annual sim checks in the 757 sim and the 767 sim. Every January I take my bi-annual in the 767 sim and every July in the 757 sim.
This does away with any requirement to actually fly each type every 'x' number of months. So I can actually never physically fly a (real) 767 for years, but taking alternate sim checks, still remain current on both types, and legally step onto a 763 maybe 3-4 years after last flying one and all is ok.
That is something I and many others disagree with personally, but it never works like that in reality anyway.
Many people perceive that "757/767" is the type rating and being qualified to fly one automatically means ability (and authority) to fly the other. This is not the case at all, it is totally possible to have just the 757 or just the 767 on your license and be allowed nowhere near the other type. So in effect there is a "757 Type Rating", a "767 Type Rating" and a "757/767 Type Rating".
As for Airbus CCQ I have no idea how that works for sure, but I would reckon a similar system of alternate refreshers is required by the (UK) CAA. CCQ is a whole different ball game though, as the pilot is certified to fly two aircraft with different type ratings, rather than two aircraft on a combined type rating. The rules are bound to be different because of this, I would imagine each pilot exercising CCQ on his license must fly both types at least once every 'x' days....
Will quiz my buddy @ MYT on this when I speak to him next, as he is 320/330 rated.
I used to love the smell of Jet-A in the morning...
B747skipper From , joined Dec 1969, posts, RR:
Reply 3, posted (12 years 6 months 2 weeks 1 day 22 hours ago) and read 2992 times:
American Airlines, in the USA had the habit (in the old days at least) to have dual qualified pilots, i.e. 707 and 727... in the course of the year (I mention this for the 1970s) AA pilots flew one type OR the other... and their proficiency checks in simulators, were alternated, one this time, the next time the other...
With PanAm, in the 1970s, I was constantly going from the 727, to the 707, then back to the 707... almost on a seasonal base... and going from flight engineer to first officer position, then to captain, then back as first officer...
In practice, I was almost dual qualified (by type) at all times during these years, and for each type, I could have occupied any of the cockpit seats, of both types of airplanes... by chance, I was an instructor at the Academy for most of the time, that kept me quite "current"...
Right now, while I fly the 747, last year I qualified for a 737 rating, so that I am able to teach on the 737 simulator as well... It helps me to know the 737 which I have yet to fly... since many of my trainees are coming from the 737 and I can associate their knowledge to the knowledge required to study the handling of the 747...
But to the letter of the law... I am "dual qualified" on the 747... and the 737. Hope I will fly that little bugger one day...