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in terms of training, exams, lectures... both theory and practical
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With most prop operations, assuming that you mean recip, knowledge requirement are fairly simple. For instance, you might need to know that the electrical system is a 14 volt system, with a 12 volt, 35 amp-hour battery, with 17.5 volt over voltage protection. The circuit breakers are push-pull type. When you go to a jet you might need to know that there are 5 AC busses: Main L&R AC, L&R instrument busses, and Pilots essential. These AC buses are 120V 400hz, and the main AC busses are powered directly by the respective generator, the APU, external power, or by the transfer relay from the opposite bus. Additionally the Pilots Essential bus may be powered by the L main DC bus through a static inverter, provided that both of the L&R bus tie contactors are in NORMAL. You get the idea. You can spend several days, especially on your first jet, learning the electrical system. Each airplane that I have ever been typed in seems to have its own "challenging" system or systems. Some or all of the other systems can take just as long to learn. Even flight controls can be a challenge. In a prop, you can answer most of the flight control questions with "Push pull tubes, control cables on bell cranks, ..." In a jet you can get into A,B,C hydraulic systems, which controls which surface, how are they powered, which pumps are shed when an engine fails, etc. In terms of flight training, the procedures are much more stylized. For instance, in performing an ILS approach in a prop, usually, whatever work, works. Get on the localizer, get on the glide slope, and keep the needles centered. In a jet, the sequence might be: 1) approach the localizer at flaps 5, with flaps 5 maneuvering speed, with the approach checklist completed. 2) When 1 and 1/2 dots below the glide slope, call flaps 20, speed, gear down, landing check. The pilot monitoring (PM) will check the speed, and extend flaps 20, move the airspeed bug to flaps 20 maneuvering, extend the gear, and read the landing checklist. 3) Upon GS intercept, call flaps 30, target. The PM will check the speed, extend the flaps to 30, and set target airspeed. 4) At 1000' AGL as determined from the baro altimeter, call check missed approach altitude. The PM will set missed approach altitude. 5) ... In the simulator, you are graded just as much on whether your style, callouts, and procedures match the profile, as you are on whether the approach was a success. In my experience, there are several places where a light airplane pilot finds grief when transitioning to jets. 1) Systems: many who really never understood why things worked are now required to understand. 2) Checklist discipline: You ain't in a 172 with an on/off switch any longer. Checklists are important, and you will be required to use them properly. 3) Profiles: You should know the profiles such as normal and SE ILS, normal and SE non-precision, V1 cut, RTO, go around, absolutely cold. If you are stumbling through these when not flying, how will you be able to do them when you are also keeping the greasy side down? 4) Flows: in jets, most checklists are preceded by a flow. They are important. Interestingly enough, some "flow items" aren't covered by the checklist. Go figure! 5) Immediate Action Items: some things such as RTO, rapid loss of cabin pressure, two engine flameout, etc., you have to be able to do without a checklist. It seems obvious, but you would be surprised at how many pilots arrive at the simulator without. I don't want to blow this out of proportion. Most pilots who are capable of learning systems, and who have reasonable piloting skills can make the transition. It is simply more rigorous , and requires some serious study time. As has been said, you will have to get further in front of the airplane. Couple of funny stories about getting in front of the airplane: A pilot on IOE (live passenger flights with a check airman right after passing the simulator) who had been struggling with "staying ahead" of the airplane, at the end of the day, walked down the jetway stairs to get in front of the airplane, dropped and his bags. He looked up and said to the airplane, "OK you SOB, I am finally in front of you now!" One instructor to another regarding his current student, "He is so far behind the airplane, that if it crashes, he can jump off without getting a scratch!"