PA44 (Possibly from ATP) Down in GA

Seggy said:
Listening to this conversation @L-16B?
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Yes its a very sad story. I still love GA And fly once or twice a month. If gas was cheaper I'd have a nice 170 or stinson to put around in of my own. Like others have stated I have to trust them to get in a backseat. Still waiting to take @amorris311 for a stearman ride.
 
There is a life limited part on the Seminoles for the "wing spar and associated structure" and I know they fly them right up to it. I've certainly been in one that had about 8hrs left but I imagine the retirement time is a very conservative one. Or at least that is what I would hope.
If anything I would say that ATP's MX is exceptional bordering on overkill.
 
Brian29 said:
There is a life limited part on the Seminoles for the "wing spar and associated structure" and I know they fly them right up to it. I've certainly been in one that had about 8hrs left but I imagine the retirement time is a very conservative one. Or at least that is what I would hope.
If anything I would say that ATP's MX is exceptional bordering on overkill.
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I got my private with ATP a couple years ago. At the time, if we had a mx issue come up we would have the repair station on the field check it out. I know ATP has its own mx bases, but how much work is allowed to be done at local repair stations? If they lose an engine away from a mx base then do they send mechanics? Or have the local shop near that airport take care of it?

I only ask because it seems like there would be a lot of different repair stations throughout the country that could have touched that particular aircraft.
 
It really depends. If its an aircraft disabled on a field with an ATP location it seems they will typically send their own MX personnel out to fix it for most everything other than avionics issues. They certainly send their own guys out to do all 100hrs and annuals.
 
On one of my crew cross countries headed to El Paso ATP dispatch diverted us to Carlsbad, NM because the winds were forecast beyond the allowed limits. The next morning on taxi out the left engine quit and we returned to the FBO. After about an hour of trouble shooting on the phone with an ATP mechanic, it was decided to fly in an ATP mechanic from Dallas. Turns out the carburetor had sprung a leak and needed to be either repaired or replaced.
 
Seggy said:
I won't fly GA period. Not worth it.
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What?! Ironic coming from anyone that used to be at Colgan IMO.

GA is as safe as you'd like it to be. Me? I'd fly GA but haven't had a chance now with a baby. I don't know the specifics of this crash, but if it's a structural failure, I don't think the PA44 has a history of structural failures. Investigation still pending, but two young pilots on a cross country time building flight sounds like someone tried to bend the boundaries of flight a little too much.

If you're afraid of collisions get a plane with a traffic alert system. We have plenty of those in the NYC metro area. I don't know where you are but the more rural the location, the more rare the GA planes.

As for redundancies, true, but they are only as good as the pilots flying the planes. For example, if someone improperly rigs your trim, and you forgot to do the first flight of day trim checks, then yes you will crash right after takeoff .

GA got you to where you are today. Why fear it? Just make good ADMs as you go. For me, I won't go IMC in a typical Cessna six pack simply because I haven't done that in years and am now used to glass layouts. But a nice VFR day? It would be great!
 
It's not just the GA guys who are dangerous. I know a corporate pilot who gets bounced from one gig to another. He schmoozes the owners, they like him and tell the CP to hire him. He sits right seat, doesn't pull his load, shows up late & hungover, misses radio calls. He asked one owner if his wife could join them on a trip and she showed up with a boatload of bags. People tire of him, let him go, and he finds another owner to shcmooze.
 
Cherokee_Cruiser said:
What?! Ironic coming from anyone that used to be at Colgan IMO.

GA is as safe as you'd like it to be. Me? I'd fly GA but haven't had a chance now with a baby. I don't know the specifics of this crash, but if it's a structural failure, I don't think the PA44 has a history of structural failures. Investigation still pending, but two young pilots on a cross country time building flight sounds like someone tried to bend the boundaries of flight a little too much.

If you're afraid of collisions get a plane with a traffic alert system. We have plenty of those in the NYC metro area. I don't know where you are but the more rural the location, the more rare the GA planes.

As for redundancies, true, but they are only as good as the pilots flying the planes. For example, if someone improperly rigs your trim, and you forgot to do the first flight of day trim checks, then yes you will crash right after takeoff .

GA got you to where you are today. Why fear it? Just make good ADMs as you go. For me, I won't go IMC in a typical Cessna six pack simply because I haven't done that in years and am now used to glass layouts. But a nice VFR day? It would be great!
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After 3 engine failures (2 single engine) and any number of other issues, I can say I have no problem flying GA. Just have to take certain things into consideration.... Like mountains and swamps and oceans and what not.
 
I would scare myself if I touched a piston airplane right now. Probably start flaring at 50 feet.
 
Seggy said:
I would scare myself if I touched a piston airplane right now. Probably start flaring at 50 feet.
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Meh, you'd do fine. Be like riding a bike for you. If I can get out of a helicopter following the afternoon flight, and step over into the business jet for the evening mission (that I usually haven't flown in a couple of months); then I figure you'd do fine going from big iron to small aluminium of the same category. May take a second to adjust the sights and feel a bit, but you'd likely have no major issues.
 
I stepped into a 172 this summer. First approach was just way too fast. After that it was like a bicycle.
 
Isn't saying "I won't fly GA any more" the same as saying "I don't trust my own skill set" ??
I haven't been in a 172 in over a year, but I would still feel confident in my abilities to do so after a little refresher time with a decent cfi next to me...

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ItsAFunZone said:
Isn't saying "I won't fly GA any more" the same as saying "I don't trust my own skill set" ??
I haven't been in a 172 in over a year, but I would still feel confident in my abilities to do so after a little refresher time with a decent cfi next to me...

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No, I think its not worth the time, money, and risk. I would fly myself GA if the right time ever comes, but I would never ride along or god help me in the back, of a GA airplane. Its not me I don't trust, its those other idiots ;-)
 
tomokc said:
It's not just the GA guys who are dangerous. I know a corporate pilot who gets bounced from one gig to another. He schmoozes the owners, they like him and tell the CP to hire him. He sits right seat, doesn't pull his load, shows up late & hungover, misses radio calls. He asked one owner if his wife could join them on a trip and she showed up with a boatload of bags. People tire of him, let him go, and he finds another owner to shcmooze.
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Hey, I worked with this guy in Miami!!!
 
Kingairer said:
No, I think its not worth the time, money, and risk. I would fly myself GA if the right time ever comes, but I would never ride along or god help me in the back, of a GA airplane. Its not me I don't trust, its those other idiots ;-)
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I have ridden in the back of a 172 about twice. Did. Not. Like. As long as I can reach the controls, I think I'd fly with just about anyone.

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Not until I read the last few pages of this thread did I appreciate what it took for my 777 buddy to get in the right seat of my Combat 172 with me.

Now would he do it a second time...?
 
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