So you want to get checked out in a different aircraft, one you have not flown before. Or you’re considering buying a new airplane, one with more power and advanced avionics than the one you now own.
That’s great, but do you know what’s involved?
As with most things in life, the answer to that varies according to the pilot and the aircraft. You may have to do a little or a lot.
For instance is the new plane a step up, a step down, or sideways?
There is such a wide range of GA airplanes — from Light Sport Aircraft to two-seat trainers to high-performance, complex, glass cockpits, and Technically Advanced Aircraft (TAA). Some are turbo-charged, oxygen-equipped, and pressurized, while others are experimental amateur-built airplanes.
And then there’s you: How much experience do you have as a pilot? Are you current or a rusty pilot looking to get back into flying?
The answers to these questions will inform your actions as you transition to a new airplane.
Do Your Research
Some aircraft, especially if they are turbine or turboprop, will require “formal” training, including classroom and simulator training, at an FAR 142 training center, like FlightSafety, CAE, or SimCom.
Both the FAA and your insurance company will require this training before you are ready to take off in one of these aircraft.
And the training doesn’t end there. A one-time check out does not apply to flying turbine aircraft, so you’ll have to return regularly to the training center for recurrent training.
The plane you’re looking to transition to might require an endorsement, such as high performance if it has more than 200 horsepower, per FAR 61.31 (f), or complex, per FAR 61.31 (e), or if it has retractable gear, a constant speed prop, and flaps.
Or it might be a TAA featuring advanced avionics, including a GPS and a moving map, FAR 61.129 (j).
Or, at the other end of the spectrum, if it’s a tailwheel, that also requires an endorsement, per FAR 61.31 (i).
What about turbocharged aircraft?
Turbocharged in itself does not require an endorsement, but it will likely have more than 200 horsepower, so it will require a high-performance endorsement.
In any case, you will need to learn how to operate a turbocharged engine.
There is more to consider — and there are operational considerations. For this you will need to go through the Airplane Flight Manuals (AFM) and Pilot Operating Handbook (POH), as well as any supplements, to begin the learning process.
Perhaps more importantly, your insurance company will require certain conditions as you transition to a new aircraft, so be sure to keep your agent in the loop.
First Things First
For any aircraft that is new to you, you first will need to get the books, manuals, and anything else appropriate, and go over them to see what’s different about this new aircraft from the one you are flying now — especially the avionics. Avionics have come a long way in the past 25 years.
You will also need to review the aircraft limitations, systems, performance, checklists (normal, abnormal, and emergency), procedures, and more to determine how this plane is different from the one you’ve been flying — and how you can prepare for those differences.
Schedule some time on the ground with a CFI who is knowledgeable about the particular make and model of the aircraft, and who has experience flying it, before you fly the new aircraft.
Do a walk-around. What’s different? What’s the same?
Talk with your CFI about specifics to this airplane, such as fuel injection, hot and cold engine starts, and more. Then talk about a typical flight profile for a given flight in this aircraft.
What’s different? Is the sight picture from the left seat any different, for example?
Spend some time sitting in the left seat going over the instrument panel to see what’s different. Where are the various switches, buttons, and knobs?
If it’s a TAA, and there is ground power available, try to arrange to get a ground power unit (GPU) connected so you don’t have to sit there running down the battery while you look things over.
Step Two
Now, it’s time to schedule some time with a CFI to go fly.
And, regardless of your experience, I highly recommend only doing this on a nice, VFR day, when it’s not windy, if possible — especially if you are not comfortable with crosswind takeoffs and landings.
As a CFI, I can tell you that you do not want to have to deal with crosswind takeoffs and landings if you are flying a different airplane for the first time.
You want to see how this new-to-you aircraft handles and flies on a nice, calm VFR day, with good ceilings and visibility.
Plan your flight so you take it up higher, above the traffic, and explore the handling characteristics. Go through the entire flight envelope from high-speed cruise down to slow flight and, yes, maneuvering flight — how many loss of control accidents have resulted from maneuvering flight? — including medium and steep turns, slow flight, and even run through a stall series.
What’s different about it than other aircraft that you have flown?
How does it handle and how does it respond? Is it responsive or sluggish?
How does it handle when configured for approach and landing, when flaps and gear are extended, as well as during power-on and power-off stalls?
This is the time to see how it handles during a stall and stall recovery, as well as a go-around — not when you are flying alone for the first time.
Depending on the aircraft, and how it’s equipped (engine, flaps, retractable gear, etc.), what is the proper sequence or “flow” to recover from a stall or a go-around?
You should have discussed this with your CFI and practiced it on the ground first. This is not the time to fumble around.
Once May Not Be Enough
Depending on the airplane and your experience, a check out may require more than one flight. In fact, your insurance company may prescribe a certain number of hours flying with a CFI to ensure you are comfortable and proficient in the new aircraft.
Especially if it’s a high performance or complex aircraft, plan to take it on a cross-country trip to one or two other airports to really get a feel for it.
Mix up the airports. Choose a higher elevation airport, if possible, as well as an airport with shorter runways, to see the short field performance for both takeoffs and landings.
Or, if possible and if ATC and traffic permits, fly a practice IFR approach in VMC conditions to get familiar with the avionics, especially if they are new to you. Learn how to load an approach and how the autopilot works. Get familiar with where all the buttons and knobs to turn avionics on and off are positioned.
If you are current and flying regularly, it might be a relatively easy transition or check out to meet the requirements.
But if you are a rusty pilot who hasn’t flown in a while, you must realize — and accept — that learning to fly a much different airplane than you have in the past is going to take longer.
Some pilots just want a quick check out in a new-to-them airplane. But a short-term victory could be a true loss.
Say the pilot isn’t proficient in that new plane and something goes wrong. They get behind the airplane and then get into an accident. We’ve seen this happen time and time again, so please take your time and do it right.
Fly safely!
