Wow, you got the call from your first employer and your starting on a turboprop or a jet! You have never flown a turboprop or jet before, you paid attention in class about turbine engines but you have never put that knowledge into action.
You have heard of terms like ITT, N1, N2, Torque and Temperature limitations but what do those terms really mean to you as a new turbine pilot?
For me, I went from flying a Piper Seminole to the right seat of a King Air 200. My new company was doing in-house training including ground school and flight training. No fancy simulators, just textbooks, lectures and hands-on flying in the real deal machine. Flying in the real deal aircraft meant I needed to be on top of my whole game. What do I mean? Well if an employer is going to teach you in a real turbine fuel slurping turboprop or jet, they expect you to advance at a fairly rigorous pace, why? It is costing them big bucks for you to be flying their airplane. They have a certain number of flight hours they are willing to put into you. Exceeding those hours could not be in your best interest in some jobs, others it might not be a big deal.
On top of the game means, your really up on your IFR skills including:
Good IFR radio work,
IFR departures and arrivals (uncontrolled airport, MF)
Experienced with IFR flight into a small MF airport,
Experienced with IFR flight into large airports,
Proficient in programming a GPS with a Flight Plan (Garmin G1000 or other FMS),
GPS enroute NAV,
GPS SID/STAR,
GPS approach LNAV/LNAV VNAV/LPV,
Good ILS hand flying skills,
Proficient at manual hold entries (VOR, NDB, GPS/RNAV),
Proficient at creating hold entries with a GPS and or FMS,
LOW and HIGH airways operations,
Knowledge of operating in the Flight Levels,
RVSM operations,
Electronic flight planning (knowing how to read an electronic flight plan),
In-flight and ground icing procedures (available via a NASA online course for free),
Prior experience with glass-cockpits in IFR flight (if applicable)
Know your TC AIM RAC Section 9
And if applicable to your new job:
FAA/USA VFR and IFR Ops vs Canadian Ops
FAA airport lighting vs Canadian,
Large USA Airport Ops,
USA IFR release from tower frequency vs Canadian Ops
Jeppesen Approach Plates vs Nav Canada CAPs or FAA charts)
Expectations at large USA airports (visuals vs vectored approaches)
USA SID and STAR differences (Climb Via/Descend Via)
US Class B Airspace
TFRs
EAPIS
And if you are headed to a jet:
High altitude flight operations
Jet engine basics
As well, can you handle the new airplane well enough in a short amount of time?
How is all this possible?
Not to dread, this blog is all about prepping you to be a professional pilot whether in a turboprop or a jet. First and foremost you must be a good IFR pilot before you head off to your first job. This means that you are a pilot who is really familiar with the IFR environment and can function learning a new aircraft that fly a whole lot faster than you might imagine. Imagine flying an approach at 100 KIAS or faster, compare that to the approach speed of a Cessna, then you’ll get the picture. The faster the plane, the faster you have to be to keep ahead of the airplane.
Here is a link to Transport Canada’s IFR Procedures at an Uncontrolled Aerodrome, it is very important you know these procedures and how to apply them to your operation:
In the coming updates, I will be focusing the next blog topic on initial Turbo Prop Ops and then Initial Jet Ops. Future blogs will move into USA Ops, International Ops, Advanced Jet Ops and a quick look at Oceanic Ops. Can’t wait to see you around. Questions? Just ask.