B-Jet crash in San Diego

Autothrust Blue said:
To add, too:

One of the more marginally-ridiculous things that I can think of is that my King Air 350 type rating authorizes me to fly a bunch of different avionics installations, from a very conventional EFIS setup to a Garmin thing with bits that look like they're out of a BMW and then the intermediate generation with the, er, checks notes Honeywell Pro Line 21...and whatever new step comes out after that, and whatever intermediate iterations I've forgotten, too.
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This is an important detail, even though this appears to be the owner's personal aircraft but the CE-500 type rating covers many airframes and thus an infinite number of possible avionics "suites". None of which the sim centers can replicate.
 
CFI A&P said:
This is an important detail, even though this appears to be the owner's personal aircraft but the CE-500 type rating covers many airframes and thus an infinite number of possible avionics "suites". None of which the sim centers can replicate.
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Add in the fact these citations were built before “suites” existed. Each panel is now custom and none of the legacy avionics not compatible with ADSB.

How about the CJ525? Even a ton more variety. All the same type. But the FAA won’t let Boeing put LED’s in the 737’s cockpit so we’re still burning incandescents like it’s the 40’s

Autothrust Blue said:
To add, too:

One of the more marginally-ridiculous things that I can think of is that my King Air 350 type rating authorizes me to fly a bunch of different avionics installations, from a very conventional EFIS setup to a Garmin thing with bits that look like they're out of a BMW and then the intermediate generation with the, er, checks notes Honeywell Pro Line 21...and whatever new step comes out after that, and whatever intermediate iterations I've forgotten, too.

Notwithstanding my lack of currency in type, even if I re-established it, I'm not going to go blast off and fly any of those different installations without some sort of training or supervision or something, because adult responsibilities. But I'm allowed to, on paper. I would be very loathe to do serious IFR flying without simulator training, FAA minimum adequacy be damned.

My real point is that your best bet at getting things 'right' when the chips are down involves training with the avionics and approaches you're likely to have to fly when the chips are down—and I would bet a lot of money that a lot of recurrent training providers don't have whatever suicide switch skull-duggery is necessary to line up whatever the alphabet soup of the week is too since it's all aftermarket.
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I use to jump into a 350 one day flying a EFIS85, the next day a G1000, the next day a Proline 21. The next day another EFIS85 but with a different FMS, and the next day a brand new touch screen Proline Fusion and fly them around with charter customers every day. My initial was in a PL21 and my IOE was in a EFIS85. Oh, and I was an off the street upgrade captain and it was my first time flying 135. My first flight off IOE was real dumb.

And to really blow your mind, the FAA doesn’t even require recurrent training for the 350.
 
T/O w/FSII said:
Add in the fact these citations were built before “suites” existed. Each panel is now custom and none of the legacy avionics not compatible with ADSB.

How about the CJ525? Even a ton more variety. All the same type. But the FAA won’t let Boeing put LED’s in the 737’s cockpit so we’re still burning incandescents like it’s the 40’s


I use to jump into a 350 one day flying a EFIS85, the next day a G1000, the next day a Proline 21. The next day another EFIS85 but with a different FMS, and the next day a brand new touch screen Proline Fusion and fly them around with charter customers every day. My initial was in a PL21 and my IOE was in a EFIS85. Oh, and I was an off the street upgrade captain and it was my first time flying 135. My first flight off IOE was real dumb.

And to really blow your mind, the FAA doesn’t even require recurrent training for the 350.
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That’s certifiably insane. Yikes!
 
CFI A&P said:
This is an important detail, even though this appears to be the owner's personal aircraft but the CE-500 type rating covers many airframes and thus an infinite number of possible avionics "suites". None of which the sim centers can replicate.
Click to expand...

The basic CE-500 just covers the I, II, and one of the V models. I and II generally the same old school avionics unless someone really wastes money on them. V can have some more variance in that.
 
Fixtur said:
There I was, April of 2020, having just been called back to work after a brief COVID furlough. I got the call to report to the airport in two hours, as we had a trip flying the Beechjunk from KCRQ to KOPF with a kidney aboard.

We get the cooler with the kidney and blast off. Aside from me figuring out how to reset a kidney cooler mid-flight, we land in DFW and then OPA without incident. We were supposed to go to a hotel and return in the morning, but the captain (and me, for that matter) didn't really want to hang out in COVID-infested FL at some flea-bag hotel. We were both feeling pretty alert, and we were Part 91 at that point, so we decided to fuel up and blast off for home. It was about 11pm EST. We landed in DFW for gas, which of course took way too long in the middle of the night, but after a cup of coffee and a brief discussion we decided to press on.

I kept checking the weather at KCRQ, which was (of course, at that time of year), very low fog. We also had a little bit more wind on the nose than forecast, so we would be a little light on fuel when we got there. A missed approach and a diversion to PSP would be possible, but only just barely. We'd been flying for 9 hours at that point, and "at work" for perhaps 13. We would be shooting that ILS24 back into CRQ right about 0500. The coffee definitely wasn't working as well anymore.

Somewhere over the Sangre de Cristo mountains of New Mexico, we looked over at each other and asked "what in the hell are we doing here?" The decision was taken to divert to PHX to grab some gas and a few hours of shuteye and let the fog burn off.

We completed the trip the next day at about 11am after some sleep and breakfast, and I am still here to talk about it.

Fix
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My god this makes me tired just reading. I mean i get it, but good call in the end. When i occasionally block more than 6.0 in a day, my hairs are sticking straight up. Which sounds bitchy but that scenario is normally a transcon followed by some short leg to the hotel……..probably some very short leg, where everything comes fast and the weather might suck too. Lots of “threats”
 
///AMG said:
My god this makes me tired just reading. I mean i get it, but good call in the end. When i occasionally block more than 6.0 in a day, my hairs are sticking straight up. Which sounds bitchy but that scenario is normally a transcon followed by some short leg to the hotel……..probably some very short leg, where everything comes fast and the weather might suck too. Lots of “threats”
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14, min rest, 6 legs, no lunch. Boddy yoddyy yoddyy yoddyy…: The operator of blue and white with 2 white letters on the tail, has entered the chat!
 
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T/O w/FSII said:
I use to jump into a 350 one day flying a EFIS85, the next day a G1000, the next day a Proline 21. The next day another EFIS85 but with a different FMS, and the next day a brand new touch screen Proline Fusion and fly them around with charter customers every day. My initial was in a PL21 and my IOE was in a EFIS85. Oh, and I was an off the street upgrade captain and it was my first time flying 135. My first flight off IOE was real dumb.

And to really blow your mind, the FAA doesn’t even require recurrent training for the 350.
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I’m currently flying 4 tail numbers, 2 types fairly regularly. And inside the second type is 2 different models.

Honeywell Apex w/autothrottles
Proline 21 w/autothottles
Proline 21 wo/autothrottles
G5000 wo/autothrottles but w/reversers

More to the topic the Proline 21 FMS-6100 with LPV approach supplement is a must read.
 
T/O w/FSII said:
And to really blow your mind, the FAA doesn’t even require recurrent training for the 350.
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We were under no obligation to comply with Part 135 performance requirements either, but we did (the trees do not know nor do they care kind of operation the airplane is conducting).

Mere compliance is insufficient to ensure safety, and other such rants.
 
///AMG said:
When i occasionally block more than 6.0 in a day,
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Oh, that’s all? ;)

We do a two pilot redeye HNL-SLC. Then the next day you do SLC-HNL, also no augment.

That’s a lonnnnnnng night and a longer day (though the layovers are also pretty long).
 
Today (and most of the rest of this summer) will be 8 legs, 12ish hours duty, 7.something block.

T/O w/FSII said:
And to really blow your mind, the FAA doesn’t even require recurrent training for the 350.
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It certainly does if you're operating Part 135. (Or checking in lieu of training, I suppose).
 
Murdoughnut said:
Pilot was in the music industry - and a rare 421 owner under the age of 80. Sucks - sounds like a cool guy.

apnews.com

Dave Shapiro, groundbreaking music executive, dies in San Diego plane crash at 42

Groundbreaking music executive Dave Shapiro has died in a San Diego plane crash. He was 42. The music agency Sound Talent Group confirmed Shapiro died in the crash.
apnews.com apnews.com
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Id met him once years ago at a show here in Vegas. He used to manage a friend of mine's band.
 
Murdoughnut said:
Pilot was in the music industry - and a rare 421 owner under the age of 80. Sucks - sounds like a cool guy.

apnews.com

Dave Shapiro, groundbreaking music executive, dies in San Diego plane crash at 42

Groundbreaking music executive Dave Shapiro has died in a San Diego plane crash. He was 42. The music agency Sound Talent Group confirmed Shapiro died in the crash.
apnews.com apnews.com
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You know, I was watching a separate video about a 421 accident and realized I mixed the two up - sorry, no evidence he owned a 421, though it through me off since he has what appears to be a tattoo of a twin Cessna on his neck.
 
Murdoughnut said:
You know, I was watching a separate video about a 421 accident and realized I mixed the two up - sorry, no evidence he owned a 421, though it through me off since he has what appears to be a tattoo of a twin Cessna on his neck.
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I posted his instagram earlier. He did indeed own a 421
 
///AMG said:
My god this makes me tired just reading. I mean i get it, but good call in the end. When i occasionally block more than 6.0 in a day, my hairs are sticking straight up. Which sounds bitchy but that scenario is normally a transcon followed by some short leg to the hotel……..probably some very short leg, where everything comes fast and the weather might suck too. Lots of “threats”
Click to expand...

I’m really not a fan of East to West transcons to Seattle followed by a Spokane or Boise leg. I get those, a lot.
 
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