Newbe to jets, tips and tricks?

[Cap'n Tripps]

Recently got the nod. Just wondering if anyone has any words of advice for a newbee to these new fangled corporate jets. Apart from the given material, anything else I should be studying?

Thx!

[SAR_YQQ]

Yes - please, lend tibits. Just got the nod too and am moving from BE-90 to 707. Any real differences?

[Nark]

Carry a bit a power on final. Spool time is not like an IO-540 or PT-6.

Not sure what you fly, but the bird I fly doesn't like to slow down in the descent. Watch you're airspeed at-and-around 10,000'. You don't want to be caught with your pants down, so to speak.


If you have speed brakes/spoilers, use them. Once you get to know the airplane, you'll plan far enough ahead and may not need them. Some times ATC's are A-holes and slam dunk you. Just a fact of flying.

My bird likes to float forever in the flare, especially if Ice Protection is on, (carrying extra N1 to compensate for the bleeds). Just put her down.

Listen to you're instructors/captains.

[complexintentions]

Is the BE90 to 707 serious? Cause yeah, there will be a few differences! lol

But from turboprop to corporate jet is a bit more of an incremental step. A few things I remember:

-Turboprops don't just provide thrust, they increase lift by increasing airflow over the wing when you add power, and decrease it as well when you pull the levers back. Not so on a jet, whether the engines are on the wing or the fuselage. The first time you pull power to idle on your jet you may find it a bit disconcerting to find that very little happens at first whereas the turboprop would slow down and descend in a real hurry. Not to mention the drag from those big discs up front: gone! So energy management is a bit different, and even more so when you move onto heavy jets. As Nark mentioned you'll need the speedbrakes, especially in the beginning until you find the times and distances it takes to slow down in different situations. It's a faster, heavier, slicker airframe.

-If you are flying a jet with fuselage-mounted engines, you may find that when you add thrust you need to trim UP a bit, and trim down a bit when you reduce power, due to the thrust moment on the aircraft. (Engines are at the back of a long lever.) This is probably the opposite of what one is used to in prop-driven aircraft.

-Landing and takeoff performance is much more critical, particularly landing discipline. Developing good habits of flying stabilized approaches and always putting it down in the landing zone, are crucial. You could land a BE90 halfway down a 10,000 ft runway but if you progress to heavy jets that just isn't gonna cut it and habits are hard to break. (Not advocating sloppy habits on ANY aircraft, just sayin'...)

Overall though I think you'll find it simpler on the jet, usually the systems are much more robust and redundant. Everything just happens faster so you just have to stay further ahead of the operation.

And my last tidbit: have fun!!

[atpl53]

Your training Captain will most likely talk about being way out in front or your aircraft: ie power management. Ditto to what others have said about the lack of instant response when reducing thrust levers. Learn to set the levers based on % then leave them alone... Watch what happens... Leave them alone... Watch what happens.....then make an adjustment. I promise you that the seasoned passengers in the back will notice the up-down-up-down-up-down spooling of the engines which ALL OF US have gone through when first transitioning to jets. REMEMBER....the fundamentals....AVIATE...NAVIGATE...COMMUNICATE. That new fangled box (FMS) while a vital tool, can bite your ass if you get behind it at all. Above all.....FLY THE PLANE.

Congrats on the skies ahead.

[SAR_YQQ]

Excellent tips guys - keep them coming. I'm not joking about making the transition from BE-90 to 707. Such is the military way. I'll be PIC of the frisbee flying 707 within two years, so I need every hint I can gather.

[crooked timber]

Recently got the nod. Just wondering if anyone has any words of advice for a newbee to these new fangled corporate jets. Apart from the given material, anything else I should be studying?

Thx!

congrats! what type specifically? for starters maybe have a look at "fly the wing" and/or aerodynamics for naval aviators (avail online).

[Cap'n Tripps]

Just wanted to also add my thanks. Got a bit of turbine time (a little over 450 hours), but mostly piston twin (cabin class). I know it's a big step, but I'm confident my training, and prep will see me through. But please, keep it coming! Specifically interested in gotchas related to weather and high altitude flight (FL390-410), particularly in regards to trans-oceanic flight. Also, specific procedural differences in ATC in various parts of the world. I'm already familiar with some of the language issues. How do you deal with overflight permitting issues. eg: You've been cleared by one controller to go direct, but don't have an overflight permit for the territory you've been cleared to. What if you need a clearance because of fuel issues? How do you avoid an international incident? I'm sure there are a whole lot of other considerations to take into account that I'm not even aware of yet.

I'm certain these areas will be covered in the training, but am looking for ideas, anecdotes and pointers to think outside the box. My box is about to get a whole lot bigger, and am super excited at the prospect!

Feel free to PM.

Thanks again!

[Willo Three Bravo]

If you have speed brakes/spoilers, use them. Once you get to know the airplane, you'll plan far enough ahead and may not need them. Some times ATC's are A-holes and slam dunk you. Just a fact of flying.

Yes that is exactly why. What a great tip, thanks!

[swordfish]

Don't be afraid to click off and fly manually when things start to get out of hand. Have confidence in your own ability to fly it manually, and remember: they're all aeroplanes, and they fly manually just like each other.

As pointed out in several previous posts, leave your power alone once you've set an approximate setting; don't fiddle @#$! with it because a jet doesn't respond with alacrity to power changes.

Being "On Speed" has a whole new level of meaning in a jet. Try it - you'll like it!

[RogerCheckCopy]

Don't let the airplane intimidate you. An airplane is an airplane is an airplane is an.... you catch my drift? Respect, absolutely, but grab the bull by the horns and drive the a/c not the other way around.

Best of luck & have fun!

RCC