Since the airplane I fly most of the time is the Beech Debonair I own, rather than a series of rentals or club airplanes, it’s easy to forget some of the quirks others may or may not have in comparison. There are evident differences among various personal airplanes: high- and low-wing configurations, glass and round-dial instrument panels, plus different engines, props and problem areas. Someone hopping among these different variations is wise to spend some time becoming familiar with the ways the airplanes are designed and how they work.
The process has a name—transition training—and if you fly for money, it’s probably a regular thing. If you’re strictly a Part 91 operator like me, “formal” transition training differs wildly throughout the industry, with high-end rental operations wanting to burn up sim time before you get close to the real thing and a small club or partnership almost tossing you the keys when you walk in. Regardless of which operation you fly with and what they want, a conscientious pilot will have studying to do when transitioning to a new type. One of the best places to start is the airplane’s POH or AFM.
