Pilots who are afraid of the airplane

Screaming_Emu said:
Yup. I had a 8-9 year captain have his hands on the yoke when I took off a few weeks ago.

He also told me I needed more crosswind correction on my takeoff roll, even though the wings were perfectly level. He then had his ailerons in the wrong damn direction on his next two takeoffs.
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That's why you ask, "Opposite crosswind corrections? Is that technique or procedure?"
 
Screaming_Emu said:
Yup. I had a 8-9 year captain have his hands on the yoke when I took off a few weeks ago.

He also told me I needed more crosswind correction on my takeoff roll, even though the wings were perfectly level. He then had his ailerons in the wrong damn direction on his next two takeoffs.
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Reminds me of the guys (thankfully, few and far between) who put in full aileron input at the start of a crosswind takeoff as if it's a 172. Just no clue that there are roll spoilers out there.
 
dasleben said:
Reminds me of the guys (thankfully, few and far between) who put in full aileron input at the start of a crosswind takeoff as if it's a 172. Just no clue that there are roll spoilers out there.
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In the dos hundred it really doesn't take much airspeed to get the gangsta lean going in a good crosswind.

But yeah, at least in this airplane its a pretty easy concept, keep the wings level and all is good.
 
I know what you're talking about. I have done all of my training at a large Part 141 flight school so with lots of foreign students and lots of instructors you hear a lot of what amounts to overly cautious instructors. Honestly, I had the same mindset when I first started flying and after flying with other people I definitely had learned to relax. However, when I started doing my Commercial Time Building I can defnitely say I became much less cautions and lost a healthy respect for flying.

I haven't been flying a whole lot lately but in that time I have regained a healthy respect for flying airplanes. I would attribute a lot of that to the fact that a fatal accident that hit close to home and spending most of my time reading, etc... (in lieu of being able to fly) I found myself being confronted with the fact that an accident can happen to anyone. I think my attitude is far more mature in regards to flying now than it was when I was flying 40 hrs a month for my commercial time building, in spite of the fact that the last time I flew was probably about 5 months ago at this point.
 
Screaming_Emu said:
In the dos hundred it really doesn't take much airspeed to get the gangsta lean going in a good crosswind.

But yeah, at least in this airplane its a pretty easy concept, keep the wings level and all is good.
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Ask him if he wants to fly next time.

*ducks*
 
Buy 3 to 5 hours of aerobatic instruction... Then you will no longer fear the unknown. Test and learn what your aircraft is capable of. Then you will no longer fear the student. I've had several students inadvertently put me in spins... And its the most fun I get to have teaching.
 
It's the abrupt snap of Vmca in a Twin Comanche that puckers my rectum. Once was enough for me.

Sent from my DROID RAZR using Tapatalk 2
 
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dasleben said:
Reminds me of the guys (thankfully, few and far between) who put in full aileron input at the start of a crosswind takeoff as if it's a 172. Just no clue that there are roll spoilers out there.
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I've never flown an airplane with roll spoilers. :(
 
Stomp16 said:
Holy thread revival. Less than 1000/3 is considered IFR, not marginal. 1K-3K ft ceiling and 3-5 miles vis is marginal. Our only restriction was concerning conditions that were < 1000/3.

I completely understand about being on the ground. We can't take pictures with clouds so that's reason one. Reason two is if the conditions are lower than 1000/3. I didn't make this rule, it was handed down from above. If it's above a 1000/3, you're good to go and play in the clouds all day long on relocation missions. I will be the first to admit our SOP's are stringent but will not apologize or make excuses for it. Our company alone has flown almost 20K hours in the 4.5 years we've been doing this and haven't had a single accident or incident. This is directly attributed to our safety culture and rules we have in place to keep our pilots safe and aircraft flying.

I do understand that being on the coast, the other company had to deal with coastal layers and fog on a lot of occasions which in-turn caused a lot of headaches.
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As I said, 1000/3 is MVFR. We could not fly in less. So you were incorrect by saying Autothrust was wrong, which is what I was pointing out.

Secondly, you have had plenty of close calls/near accidents in the safety record.

My company has been incident free for 32 years. But we've put several planes in a field in that time. But we will claim incident free right?

Third, the SOP was what it was. I'm not complaining about it even though it was way over the top. But I see the need for it when you have 50+ pilots who have never left the confines of their practice area before.
 
chaser918 said:
As I said, 1000/3 is MVFR. We could not fly in less. So you were incorrect by saying Autothrust was wrong, which is what I was pointing out.

Secondly, you have had plenty of close calls/near accidents in the safety record.

My company has been incident free for 32 years. But we've put several planes in a field in that time. But we will claim incident free right?

Third, the SOP was what it was. I'm not complaining about it even though it was way over the top. But I see the need for it when you have 50+ pilots who have never left the confines of their practice area before.
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I doubt anyone will ever understand that 1000/3 has nothing to do with pilot skill so I'm done arguing about it, at least with our group, and I would have supported it even if it hadn't been mandated from on high. I don't know about AAK but we have a wide variety of experience levels and I assume they do as well, so your last statement is out of line.

Oddly enough the more experienced people don't seem to mind it.

I'm a realist when it comes to the strengths and weaknesses of the equipment, particularly lately. If that means that some see me as afraid so be it.





Sent from 1865 by telegraph....
 
dasleben said:
Reminds me of the guys (thankfully, few and far between) who put in full aileron input at the start of a crosswind takeoff as if it's a 172. Just no clue that there are roll spoilers out there.
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Like this? I think this thing was a submarine, not a plane at this point! :)
watch
 
UAL747400 said:
Like this? I think this thing was a submarine, not a plane at this point! :)
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Yep! Poor form with the roll spoilers. You actually feed the roll input in as necessary while you accelerate, which is backwards from aircraft without them.
 
DPApilot said:
I've never flown an airplane with roll spoilers. :(
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I've flown a couple of them. THEY WORK FINE. CEASE YOUR MITSU-HATIN. That said, their cars are crap.

PS. Never tried it in the BitchJet (never had cause to, the approach speeds are so high, plus you figure the engines are BEHIND the spoilers, so it'd be less effective), but a little extra power on the downwind engine worked like a charm in the Christ-Murdering, Kill-You-Soon-As-Look-At-You MU-2. Many different ways to skin a cat, young Padawan.
 
dasleben said:
Yep! Poor form with the roll spoilers. You actually feed the roll input in as necessary while you accelerate, which is backwards from aircraft without them.
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Makes sense. Can't say I've ever felt anything that big moving around that adversely in strong winds, even on slippery surfaces. Not that the flight controls would do a damn thing either at that point I bet. :)
 
Boris Badenov said:
I've flown a couple of them. THEY WORK FINE. CEASE YOUR MITSU-HATIN. That said, their cars are crap.

PS. Never tried it in the BitchJet (never had cause to, the approach speeds are so high, plus you figure the engines are BEHIND the spoilers, so it'd be less effective), but a little extra power on the downwind engine worked like a charm in the Christ-Murdering, Kill-You-Soon-As-Look-At-You MU-2. Many different ways to skin a cat, young Padawan.
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Eh, the EVO is LOLOLOLOLOL

Your technique is scary in the 99. Stupid PT6 needs 23 minutes to respond! Works fantastic in a Baron if you keep the wingtips off the ground. :)
 
Boris Badenov said:
Yeah I wouldn't try that in a 99. Of course, I wouldn't fly a 99 again for less than a BEELYUN dollars, either, so...
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Hahaha, true dat. Tried it once, never again. 3 more weeks of this crotch pheasant of an airplane for me. Not sure the Metro/Brasilia is an upgrade though. I'm ready to be a jet kitty. :)
 
dasleben said:
Yep! Poor form with the roll spoilers. You actually feed the roll input in as necessary while you accelerate, which is backwards from aircraft without them.
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Interesting how much correction he has in.

Generally, once a big airplane rotates, it'll weathervane and you're largely done with the crosswind considerations.
 
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