I subscribe to a "Real World" aviation magazine that has a regular column written by an airline pilot, currently flying B-757's . He indicates that another pilot's first flare and touchdown in an airliner type new to him is when the Check Pilot's adrenalin is usually at it's peak. He described one incident where he was the Check pilot, and after a near perfect flight, the new Captain automatically reverted to the landing flare procedure that was proper for his former aircraft type. It did not work at all well for the B-757. The result was an embarressing "bowling ball thump" on touchdown. While no damage resulted, and he got his type rating, the cabin crew did not let their new captain forget his mistake. I doubt that he ever did it again.A fact that surprised me was that the Captain on a given flight may have never even been in the cockpit of that particular type of airplane prior to taking command. The transition training from a different type, at least for this particular (major and international) airline, is all done on a simulator.However the new Captain is required to make his first "type qualification" flight with a Check Pilot in the cockpit with him.Tom Hill

I don't know if it is for the Second Officers, but Cathay does its circuit training at VMMC Macau. I don't know if pilots (1st Officers and Captains) transitioning to different aircraft at Cathay do the circuit qualification. I can check this though, as the question hasn't arisen before.....I know for sure that ANA does have circuit qualification for its newbie pilots too. I am assuming that this is for 2nd Officers to get their 'wings'. When they are qualified does it take them to 1st Officer? I assume it is for them to get qualified as Second Officer.And yes all Airlines do all their training in simulators, although training/check Captains do go for real world check flights during real ops.

Edited February 26, 201214 yr by IAF747

You know what? That was actually a picture perfect landing. Center-line, perfect rudder kick with no side-loading, soft yet at the touchdown zone.Can you do it on one engine with no flaps? :(

Now that would be a challenge!

I don't know why people say practice on the Cessna. You're learning to fly the 737 here so practice with that !

perfect landings consistantly at or about -50ft per minute at touchdown

Which is too light, thats not actually a perfect landing for a 737, it's not a Cessna 172. The danger is no speed brake and autobrake deployment with such minimal vertical speed. Forget the greaser. thats not what it's about.I can't say Ive ever had an issue landing the aircraft. Power back at 30 feet and gentle flair... easy.Some make the mistake of leaving the autothrust on. Autothrust should be off when the autopilot is off for a manual landing. [see manuals]

Edited February 26, 201214 yr by martin-w

But wait, I am risking tailstrike with this reckless and hysterical attitude or something, right? No, Mr. Boeing, YOU are risking getting your tail striked by the pointy end of my boot with your 'landing formulas'. :)

This part really cracked me up LOL

I don't know why people say practice on the Cessna. You're learning to fly the 737 here so practice with that !

Max you have to learn to walk first before you can run.No one learns to fly on a 737!!!!The reason why you should learn on a Cessna 152/172 is that you will learn to fly!!!

Its not easy to put this baby on the ground and i shared the same problem. But now i can handle the beast and make manual landings and only use Autoland when the weather simply requires it . I have learned that you need to have the speed down before landing bacause its very hard to bleed speed from this baby.Also i usually follow the ATC,s instructions to get me lined up and get me down and slow before making the landing.Oscar Klein.

Edited February 26, 201214 yr by oscar19681

Max you have to learn to walk first before you can run.No one learns to fly on a 737!!!!The reason why you should learn on a Cessna 152/172 is that you will learn to fly!!!

Simply Not true !! Most of the guys/gals I have taught over the years have never even been in a Cessna.Being an airline pilot is a totally different ball game to being a GA pilot.Fred.

Dmitrij, the best advice I can give you is get the Thrustmaster Pro. (with throttle).Apart from spending thousands of $$$$ on a floor based accurate yoke and more thousands on a 737 throttle, it is the most economic form of flight simulation yoke.Then, to top it off, practice flying the Cessna. Now that is one aircraft that you should master. Learn to hold the yoke back until it doesn't go back anymore and the 172/152 just drops onto the runway smoothly.By mastering the small things in life, you will soon master the BIG things.[Do circuits in the Cessna, and if you really want to be a good pilot, get some REAL flight training=if you can't afford it there might be some flight training videos on youtube or something]

Nah, I finally got a hang of it. That yoke mod had me stressed a bit, but I finally got used to it :D. Thanks for advice though.

Simply Not true !! Most of the guys/gals I have taught over the years have never even been in a Cessna.Being an airline pilot is a totally different ball game to being a GA pilot.Fred.

For your sake Fred, equivalent of a Cessna 152, a training aircraft.Or are you saying to be an airline pilot you don't receive 'training' in a 'training' aircraft?I think most people would realize my comment was directed at getting training in a trainer. For your benefit shall I substitute trainer for 'Cessna 152'?

http://www.youtube.com/watch?v=PXqEvUOMvx8&feature=channelIncoming challenge...Initiating, system, based decoder, 10011010.........Head over to Orcas Island to maximise your aquired skill.

http://www.youtube.com/watch?v=PXqEvUOMvx8&feature=channel

Incoming challenge...Initiating, system, based decoder, 10011010.........Head over to Orcas Island to maximise your aquired skill.

Looks like you flared too late, bouncing it!

Simply Not true !! Most of the guys/gals I have taught over the years have never even been in a Cessna.Being an airline pilot is a totally different ball game to being a GA pilot.Fred.

Are you speaking only of Ryanair? They'd never allow a low time 737 FO here if you don't either have civilian or military experience.. That's sounds nuts..

Are you speaking only of Ryanair? They'd never allow a low time 737 FO here if you don't either have civilian or military experience.. That's sounds nuts..

Exactly. Even military pilots start out in GA trainers.Even before jumping in a PC-9/A Advanced trainer, pilots in the RAAF must complete a basic flying training course.http://www.airforce....craft/pc9a.aspxUsing the CT/4 basic trainer : http://en.wikipedia....CT/4_AirtrainerFred can read this: http://www.defencejo...oymentTraining/ General Information

• Job Details
• Entry
• Pay & Allowances

Requirements

• General Requirements
• Education & Experience
• Medical & Fitness Requirements
• Period of Service
• Additional Requirements

Training

• Military Training
• Employment Training
• Further Training

Other

• Employment Location

Employment Training

Officer, Australian Defence Force Academy

Aviation Medicine Course:

1 Week

Pilot Basic:

25 Weeks

Combat Survival Course:

2 to 3 Weeks

Advanced Training:

37 Weeks

At an appropriate window between completion of the Officers Training School and your conversion to an operational aircraft after flying training, you will travel to RAAF Base Townsville where the Combat Survival (COMSURV) Training School is located. ADFA students will attend COMSURV during their third year at the Academy. COMSURV training is carried out over a two to three week period for all ADF aircrew. You are taught survival techniques in marine, desert and jungle environments as well as escape and evasion techniques, requirements and responsibilities. Practical exercises help reinforce the theory taught regarding many of these areas and will thoroughly test your initiative and determination. The course has a number of prerequisites including fitness, first aid and swimming proficiencies.

As an Air Force trainee pilot you will complete an Aviation Medicine (AVMED) course covering the physiological aspects of military aviation. You will receive your initial AVMED training at Tamworth before commencing flying. At the completion of ADF-Basic Flying Training School (ADFBFTS), and before starting the Advanced Flying Training phase at No 2 Flying Training School (2FTS) at RAAF Base Pearce (near Perth) in WA, you will undergo further AVMED training, including hypoxia training in a hyperbaric chamber, at the Institute of Aviation Medicine at RAAF Base Edinburgh (in Adelaide) SA.

On completion of the initial part of the AVMED course candidates will commence with Basic Training at ADFBFTS. The course duration is 25 weeks and consists of two phases (Basic and Advanced) totalling 62.8 hours of flying. All flying is done on

the CT4B aircraft

. The syllabus will include training in General Flying (GF), Instrument Flying (IF), Night Flying (NF), and Navigation (NAV).

Phase 1- Instruction in GF includes manoeuvres such as basic aerobatics, spinning and emergency handling. IF instruction covers instrument interpretation skills with an emphasis on Non Directional Beacon (NDB) orientation and approaches. During IF, NF is conducted. The NAV component of the course introduces medium level cross-country navigation and the student is progressed to a safe solo standard.

Phase 2 - This phase involves consolidation of basic GF, instruction in advanced aerobatics and further development of emergency handling skills.

Ground training will also be conducted in Aerodynamics, Aircraft Systems, Airmanship, Air Power, Air Traffic Control, Aviation Medicine, Cockpit Systems, Meteorology, Morse Code, and Navigation.

Upon completion of the Pilot Basic course, candidates proceed to 2FTS for Advanced Training. Flying at 2FTS is done on the PC9/A. The course is approximately 37 weeks duration with 119 hours of flying. The curriculum is similar to that of BFTS with an emphasis on transferring basic flying skills, as obtained at ADFBFTS, onto a higher performance aircraft. 2FTS also introduces more advanced military flying skills including low-level navigation to a time-on-target and formation flying. Ultimately, these are combined into mission-oriented profiles that demand a high degree of flexibility and adaptability in both flying skills and mental processes.

Edited February 27, 201214 yr by IAF747

Yup. Most people start in the single engine props.I would suggest going the Military route thought. If you go the Civilian route, starting in 2013 you'll need about 1500 hours in one of those small planes before you can apply to fly with a small regional airline at $28,000/yr. It'll only cost you about $145,000 for all the ratings and hours, too. :(