BeechTalk - BT

Username Protected · **Posted:** 13 May 2016, 11:46

Like most before him, the young guy will learn that planes don't automatically break if they are landed overwieght. He will also know by now that Gramps don't know it all, which is why he is there.

Username Protected · **Posted:** 13 May 2016, 11:52

I guy I know is a very good pilot and long time 121 captain. When I told him about me flying the Merlin all over NA and SA and some of the long legs I've done he asked me in all seriousness how I knew how much fuel to uplift. A different world at 121.

As far as making mistakes I'll say...he who is without aviation errors cast the first stone. Not I. But I sure do try and learn fast when I don't get something right.

Username Protected · **Posted:** 13 May 2016, 12:41

Username Protected wrote:

First freaking trip and you don't read the notams and land it overweight...that's a negative lesson that will last forever. How do you unlearn that if you are 19?

That is called the normalization of deviance.

It is also the start of an accident chain. Has that overweight landing started a crack in a MLG that will fail in 100 hours? Will they at least fess up report it to maintenance and have an overweight landing inspection done?

So how does that 121 guy teach his co-pilot which 135 opspecs to follow and which ones can be broken?

This being operated 91 or 135? Is there a Chief Pilot for this operation? Are there opspecs for crews to follow?

Username Protected · **Posted:** 13 May 2016, 13:34

Username Protected wrote:

First freaking trip and you don't read the notams and land it overweight...that's a negative lesson that will last forever. How do you unlearn that if you are 19?

That is called the normalization of deviance.

It is also the start of an accident chain. Has that overweight landing started a crack in a MLG that will fail in 100 hours? Will they at least fess up report it to maintenance and have an overweight landing inspection done?

So how does that 121 guy teach his co-pilot which 135 opspecs to follow and which ones can be broken?

This being operated 91 or 135? Is there a Chief Pilot for this operation? Are there opspecs for crews to follow?

Username Protected · **Posted:** 13 May 2016, 15:15

I think in 121 ops they still need to review weight and balance along with notams and weather.

They just have somebody else pull it for them. It would be like having 2 copilots. One handles paperwork and the other copilot you trade legs with.

Grandpa is used to having really good FOs!

Username Protected · **Posted:** 17 May 2016, 08:07

Single pilot in the 550 yesterday from KFTW (Fort Worth Meecham) to KRBD (Dallas exec aka Redbrid)

Landed in 2,000 feet at KRBD. Nice to know it can do that.

[youtube]https://youtu.be/qxheAjxIZmk[/youtube]

Username Protected · **Posted:** 17 May 2016, 09:04

Damn... You're good! Nice video Mark. I meant to dust off the GoPro this weekend as you suggested and the battery was shot when I went to use it.

Username Protected · **Posted:** 17 May 2016, 09:33

Username Protected wrote:

Landed in 2,000 feet at KRBD.

I've been told that you don't want to do that too often if you are paying for the brakes and tires.

Anyway to mount the camera off center line? Would give a better view of the runway on approach, presently hidden by the center post.

Mike C.

Username Protected · **Posted:** 17 May 2016, 13:00

I think the 20 knot headwind helped with the stopping distance.

Nicely done.

Username Protected · **Posted:** 17 May 2016, 15:09

Username Protected wrote:

I think the 20 knot headwind helped with the stopping distance.

Nicely done.

No thinking about it. It did.

Username Protected · **Posted:** 17 May 2016, 15:11

Username Protected wrote:

Anyway to mount the camera off center line? Would give a better view of the runway on approach, presently hidden by the center post.

Mike C.

I just have to buy another sticky mount. Until then at least you know when you can't see the runway I am perfectly aligned (assuming no cross wind.) With my luck I will put up the second mount and always have a crosswind that will defeat it!

Username Protected · **Posted:** 17 May 2016, 15:20

Username Protected wrote:

I think the 20 knot headwind helped with the stopping distance.

Nicely done.

Ah, bs Erwin. That right there was all talent! :rofl:

Nice job Mark!

Username Protected · **Posted:** 17 May 2016, 17:58

Username Protected wrote:

Ah, bs Erwin. That right there was all talent! :rofl:

No argument from me, he has had incredible experience and is obviously at the top of his game. I would enjoy flying around with Hangen but I have a feeling we might end up doing a night in the can somewhere. What say you Penman?

Username Protected · **Posted:** 17 May 2016, 19:36

Another enjoyable flight. Thanks Mark.

Dave

Username Protected · **Posted:** 17 May 2016, 19:50

Username Protected wrote:

No argument from me, he has had incredible experience and is obviously at the top of his game. I would enjoy flying around with Hangen but I have a feeling we might end up doing a night in the can somewhere. What say you Penman?

Erwin my young padawan, here's the issue.......we fly the families to the mountains, do a little skiing, grab some wine and pizza and call it a day.......a happy one at that.......

...now if we if we start hanging around Mark, here is what we gonna find........fast jets, female copilots who smoke cigars and hang out with Dirty and Taco who's primary gig is flying around a rock band...........

for you and I, the best that can happen is we end up in the can somewhere.........I would argue that you and I are way to wild to be hanging out with this crew.......

Flying the Citation II