Love reading your posts, and hearing your perspective. You do know, though, reading the POH while hand-flying in IMC is a normal skill that most of us have to demonstrate during recurrent training? Often in a Sim that is actually harder to fly and less stable than the actual plane

Love reading your posts, and hearing your perspective. You do know, though, reading the POH while hand-flying in IMC is a normal skill that most of us have to demonstrate during recurrent training? Often in a Sim that is actually harder to fly and less stable than the actual plane

Love reading your posts, and hearing your perspective. You do know, though, reading the POH while hand-flying in IMC is a normal skill that most of us have to demonstrate during recurrent training? Often in a Sim that is actually harder to fly and less stable than the actual plane

And you do know that an actual emergency is not the video game that a simulator simulates... (you may not get to go to the break room).

Accomplish the "boxed" items from memory, follow up with the checklist/QRH.
Take ten deep breaths, and when you can talk...tell someone you have an emergency.

Oh yes, and the heart rate in the Sim, is only a simulated heart rate...

Sorry, minor rant

Being a pilot, I can tell you that with absolute certainty that automated cockpits will be coming..........without anyone sitting up front.

My position, which mirrors some posters, is that a simple, SP built airplane is easier to fly and hence safer (removing pilot from equation) than a complex twin pilot airplane..............

Chip, if you have had two incidents with the SIC saved your bacon, you had really, really unhealthy or absolutely crappy captains........

Not true, both happened to be the same though about 15 years apart, one was getting slow on final in a Lear 24D, copilot and owner of the airplane shouted “watch your airspeed” as he slammed the condition levers forward. The second actually was a Beechjet, the guy flying it was very experienced, but a lot of recent King Air time. The copilot was a very high time Flight Options guy, slow on final, airplane ended up waving at the non-existent crowd, copilot took the airplane and put it on the runway and got it stopped.

These things aren’t talked about much... but happen on a regular basis.

Same airport, a guy with a Hawker 400XP came in hot, barely got it stopped, blew all four tires in the process.

If simplicity took care of incidents... those three green lights would have eliminated gear up landings a long time ago.

Now why would you apply that kind of sane logic to this good old fashioned d!nk-measuring contest???

I do realize my experience and exposure is a lot higher than most. I not only fly in many different types of aircraft on a regular basis, I also spend all day, most days at the airport. Not to mention I spend those days communicating with pilots and aircraft owners. So I am exposed to a lot of incidents, stories and shared experiences.

Very, very rare for a PC12 to have a gear up landing..........in the NG that thing will blare at you like nothing else to tell you that the gear is not down.............a smarter airplane would put them down for you..........

Automation is coming.............we humans are not necessarily smart enough to stop it from happening.

Automation is definitely coming, but I don’t see it in fixed wing airplanes like we are talking about here. I’m betting on quad engine hovercraft... basically like the drones we play with today.

Love reading your posts, and hearing your perspective. You do know, though, reading the POH while hand-flying in IMC is a normal skill that most of us have to demonstrate during recurrent training? Often in a Sim that is actually harder to fly and less stable than the actual plane

Glazer said the NTSB found a design flaw with the pressurization control system. The agency also concluded that the training manual for the Socata TBM 900 was lacking in that it provided little information about dealing with a depressurization event, and the sections that did discuss such events encouraged pilots to problem-solve before putting on their oxygen masks.

Daher-Socata has since reversed the order, now instructing pilots to don their oxygen masks before doing anything else,

I am a bit shocked that Socata did not have mask on at the first sign of any pressurization problem. It sure is in all the Cessna checklists.

The PC12 QRH tells you to slap that thing on immediately. I have the o2 on pre-start, 10k ft and at cruise checks.........

PC12 QRH is pretty good, a lot better than anything Socata has published.

The only thing with PC12 QRH that kinda sucks is the Low Fuel Pressure under general emergencies.
You have a good 5 minutes of troubleshooting, and then "Aircraft - Land as soon as possible, if possible retain glide capability to the selected Airfield in case of a total engine failure". Would make much more sense to mention that before the troubleshooting.

In our sim, we were given this failure just to show that sometimes it's a good idea to read through the whole QRH procedure and decide if the last thing should be done first. We started doing the QRH procedure over a suitable airfield, and after completing the checklist, our engine failed, and we were nowhere near within gliding distance.

So 1 pilot can fly a Phenom but 1 can't fly a Gulfstream. What's the difference?

I fly my PC12 from Atlanta to California/Cabo/Aspen/Dallas/NYC/MIAMI all the time. No problem. Why do you believe it needs to be so complex?

If I had a Gulfstream...... I'd be flying it. I'll never be a "sit in the back" kinda guy. To me, that's like sitting shotgun while you pay a guy to drive you around in your own Ferrari.