Co-pilot gets sick, stewardess helps land airplane

Wingnut writes:

Do you honestly think someone with a *commercial* license won't typically
be well past that "not experienced enough to be humble" stage?

Often, but not always. I've already mentioned Pinnacle Airlines Flight 3701, a
shining example of incredibly stupid pilots who had CPLs.

And there are commercial pilots with far less experience than that. Need I
mention Colgan Air?

In your ever-so-humble opinion perhaps.

Without instruction, a non-pilot--or a pilot without experience in type--would
be in very hot water.

Er, horizon? Altimeter?

That's probably what he'd be asking himself. The AI had pretty colors that are
easy to spot, but the rest is not so obvious. He might spot the standby AI and
altimeter, but those aren't the instruments to watch.

On Thu, 24 Jun 2010 12:02:30 +0200, Mxsmanic wrote:

Wingnut writes:

Do you honestly think someone with a *commercial* license won't
typically be well past that "not experienced enough to be humble"
stage?

Often, but not always.

"Often" is good enough for me.

In your ever-so-humble opinion perhaps.

Without instruction, a non-pilot--or a pilot without experience in
type--would be in very hot water.

Nobody said otherwise.

Er, horizon? Altimeter?

That's probably what he'd be asking himself. The AI had pretty colors
that are easy to spot, but the rest is not so obvious. He might spot the
standby AI and altimeter, but those aren't the instruments to watch.

The last time I checked, the altimeter is quite important when flying
(and doubly so when landing!). The horizon is generally easily
recognized, typically to a first approximation a circle that's half blue
and half some other color. Important to know the plane's orientation,
both pitch and roll (while the compass gives you yaw, the third
rotational degree of freedom).

Wingnut writes:

"Often" is good enough for me.

It has not been good enough to prevent crashes.

The last time I checked, the altimeter is quite important when flying
(and doubly so when landing!).

It is called a _standby_ altimeter for a reason, although it presumably works
even when other instruments are working.

Important to know the plane's orientation,
both pitch and roll (while the compass gives you yaw, the third
rotational degree of freedom).

It's also important to know the current stall angle, the angle of attack, the
flight path vector, the airspeed and altitude trends, the V-speeds, the upper
and lower airspeed limits, the current track, the current route, the current
vertical profile, the current heading, the expected top of descent, and about
a zillion other things that a private pilot isn't likely to see in a tiny
Cessna.

On Jun 26, 2:21*pm, Mxsmanic wrote:

It's also important to know the current stall angle, the angle of attack, the
flight path vector, the airspeed and altitude trends, the V-speeds, the upper
and lower airspeed limits, the current track, the current route, the current
vertical profile, the current heading, the expected top of descent, and about
a zillion other things that a private pilot isn't likely to see in a tiny
Cessna.

Wrong again.
No matter what the aircraft is there are basics.

You demonstrate that you have terms which do not equate to what we
actually do.
Sure your word salad looks impressive but that's all it is just word
salad.
But if you had actually learnt to fly in a real aeroplane (even a
Cessna) you would know that

george writes:

No matter what the aircraft is there are basics.

It takes a lot more than basics to fly a 747. In a Cessna 152, there isn't
much else beyond the basics, but in a large commercial airliner, almost
everything is beyond the basics.

A pilot's license does not confer instant knowledge of all systems and all
details of all aircraft. A good pilot knows this.

You demonstrate that you have terms which do not equate to what we
actually do. Sure your word salad looks impressive but that's all it
is just word salad.

Not to a qualified pilot of the aircraft in question. In fact, almost
everything I named is on one or two displays in a large jet, and of course a
pilot of such is expected to know what they are and where they are.

On Jun 27, 1:35*am, Mxsmanic wrote:
george writes:
No matter what the aircraft is there are basics.

It takes a lot more than basics to fly a 747. *In a Cessna 152, there isn't
much else beyond the basics, but in a large commercial airliner, almost
everything is beyond the basics.

A pilot's license does not confer instant knowledge of all systems and all
details of all aircraft. A good pilot knows this.

That is why we have ratings.
You -do- understand what I mean by ratings?

george writes:

That is why we have ratings.

How so?

On Jun 26, 8:35*am, Mxsmanic wrote:

It takes a lot more than basics to fly a 747. *In a Cessna 152, there isn't
much else beyond the basics, but in a large commercial airliner, almost
everything is beyond the basics.

George is right and YOU are WRONG. WRONG AND SO WRONG.

YOU really are CLUELESS about flying an airplane.

Tell this to Sully AND CREW who's glider rating got him to FLY and
LAND a large commercial airliner into the Hudson......

If my memory serves me correct the skies had a very loaded down glider
in the flavor of a 747 going through volcanic ash before they got
their engines restarted. Tell me, what kept that plane flying besides
the basic rules of flight????? LET ME GUESS, YOU WON'T answer.

writes:

George is right and YOU are WRONG. WRONG AND SO WRONG.

How many hours do you have flying 747s again?

Tell this to Sully AND CREW who's glider rating got him to FLY and
LAND a large commercial airliner into the Hudson......

Sullenberger and Skiles ditched the aircraft smoothly because they were
experienced professionals who followed the procedures and kept cool during the
emergency (I bet Sully never types in uppercase). Sullenberger's glider rating
had little to do with it, any more than his experience flying F-4s. He
succeeded mainly due to a very high level of overall competence,
professionalism, and calm under fire. There was no magic single skill that
saved him and the rest of the flight. And he was also lucky.

If my memory serves me correct the skies had a very loaded down glider
in the flavor of a 747 going through volcanic ash before they got
their engines restarted. Tell me, what kept that plane flying besides
the basic rules of flight?????

You're confusing the laws of physics with the rules and procedures of flying.

LET ME GUESS, YOU WON'T answer.

Don't guess. Ask.

"Mxsmanic" wrote in message
...

It's also important to know the current stall angle, the angle of attack,
the
flight path vector, the airspeed and altitude trends, the V-speeds, the
upper
and lower airspeed limits, the current track, the current route, the
current
vertical profile, the current heading, the expected top of descent, and
about
a zillion other things that a private pilot isn't likely to see in a tiny
Cessna.

But you know them all because you play a computer game?
--
JohnT