LOW PASS - Embraer Sêneca

A Life Aloft said:
Ummmmm.....You just responded. Arrogant??? Look in the mirror if you want to see the poster boy for arrogance on this form. You continue to lecture others on here as if you are the end all be all authority of every subject you post in. It's gotten beyond old. You don't even see the way you talk down to others on here on a daily basis. Baseless? Read your responses.
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Bravo! Well written.
 
You just proved my point it was a baseless attack.

A Life Aloft said:
Don't ever fly without glass,
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All of my primary training was in steam gauges and I have a good chunk of time in a Beech 1900 with no glass and no autopilot.

Lord help you in a serious event when you have to rely on skill, experience and think outside the box, attempt what was never written in any manual or learned in any course. You'll be screwed.
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I've already had one where I had to think waaaaay outside if the box. It worked out really well.

You shouldn't assume.
 
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Oh, my first flight after I got my CFI was up in a properly certified airplane with an experienced instructor to do some aerobatic maneuvers. I felt that while my CFI instruction was phenomenal I wanted to get more training to solidify my skills in case a student got me in a bad position.

Once again don't assume.
 
Seggy said:
Short runway with obstacles at the end and they wanted to make sure everything was 'working' before brake release???
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Nope. You'll note that they are flying on skis.
During landing on the snow/ice the large surface of the skis heat up due to the friction between the Teflon(bottom of skis) and the snow. Having parked for a good number of minutes, the heated skis have melted the snow, and subsequently froze the skis in place.

High break away power is needed to unstick the skis.

I simply want to point out that what someone with outside experience sees, vs someone with "inside" experience sees.
 
staledog said:
I would like to know your story, if you don't mind sharing.
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Long story short, I had a first officer freeze up on me (wasn't responsive to what I was saying just was staring out the window whiter than a ghost) during an emergency situation (gear wouldn't come down).
 
Seggy said:
Excellent. What are they doing about it?

[quite]And things have been changin
g based on my limited time in Bethel. If the weather is marginal our Capstone screen is empty. Except for the 208s, PA31s, and F406s. All the IFR aircraft are still flying, but the 207s arent going anywhere.
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That is great they are changing their operations to fit the weather you guys see up there.





I would love to see your operational challenges. From your pictures on here and Facebook your approach is (in my mind) the right one to mitigating the risks.[/QUOTE]
Thank you. I try to keep risk as low as I can. I sent you a pm discussing stuff.
 
Seggy said:
Long story short, I had a first officer freeze up on me (wasn't responsive to what I was saying just was staring out the window whiter than a ghost) during an emergency situation (gear wouldn't come down).
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I'm not discounting your story, but you mentioned thinking waaaay out of the box....is there more to the story? Or are you just referring to the fact that you were basically flying single pilot and dealing with an emergency? You really should tell the long version if you get a chance.
 
staledog said:
I'm not discounting your story, but you mentioned thinking waaaay out of the box....is there more to the story? Or are you just referring to the fact that you were basically flying single pilot and dealing with an emergency? You really should tell the long version if you get a chance.
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In order to deal with the emergency I had to get the FO back in the loop. Flying around single pilot, while trying to reengage a person during an emergency isn't something they can teach.

Also flying a Beech 1900 around the Northeast you are constantly thinking outside of the box.

Once again, it was a baseless attack.
 
Well..... Wen I made this video I NEVER, NEVER thought about this "safety course" by @Seggy here!
The video had more of 1,500 plays in few days, certainly ANAC members seen this (ANAC = FAA in Brazil). And ALL scenes is on the standard procedures. I never put my life and my licenses in risk, just to got fun to you or to got this type of discussion here.

It seems so irrelevant for me, which fly all days happy, standard, and safe. -)
 
Seggy said:
We actually all have insight and experience around here that we can contribute. People like to dismiss the counter views on a variety of topics which while usually harmless can be counterproductive to safety on those topics.
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I think I know what you're trying to say here. I believe it's good intentioned and certainly viewed through your experience. You're certainly entitled to your opinion on the matter. In the end, I think it's a difference in personality, which is perfectly fine.

There does seem to be a bit of disparity to how some of us assess the metrics of a "good pilot". To some people, being a "safe pilot" is wholly synonymous with being a "good pilot". I don't believe this is always the case and depends on a few things. For one, "safe" is entirely relevant to the particular environment.

The airshow environment has its share of bad apples, just as every other facet of aviation. One thing that I've observed is that although low altitude aerobatics are intrinsically high-risk, many mitigate these risks by strict flying discipline. It's a little difficult to explain, but generally speaking, every maneuver is briefed, practiced and debriefed ad nauseam. ... why? Because people are watching and the stakes are deadly high. Like military and bush flying, it's a specific environment that many choose to operate in. It's a specific environment that requires absolutely precision and a specific skill set. It's an environment that magnifies the consequences of complacency, but requires practice operating close to the limits.

I believe being a "good" pilot equates to the value of how to mitigate that risk and skillfully apply it to your environment, whether it's through practice, briefing, planning, building skills, etc. It all comes in different shapes and sizes depending on the operational environment. There is a lot to aviation; airmanship and stick and rudder skills can vary widely and be specifically applicable to any particular situation.

How does all of this relate to a semi-low takeoff transition in a light twin on a dirt strip in the middle of nowhere? Well, I don't know... I didn't really see anything even remotely risky in that. If anything it was good energy management. :)
 
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