Its fatals like this that remind me how important it is to fly a jet by the book. A pilot can get away with a whole lot in a piston single or twin where you are off the ground in 1,000' at 70kts.

I avoided purchasing an MU2 because I don't like to fly EVERY flight by the numbers. I enjoy flying my pistons as it suits me for that particular leg. When I fly the jet, I want it to be the same every time - predictable and by the book. Its a different type of skill, and I'm enjoying learning more about it.

I can see where the 121/135 guys don't always see eye to eye with the 91 guys. I can also appreciate the reverse. Its fun to have a toe in both puddles and to experience both sides of the coin. I like having my cake and eating it too...

It is fatals like this that remind me the book doesn't know everything.

If you can't rotate, you can't fly, so abort and try to stop even if past V1/Vr. That would have saved lives in the KBED case.

Been a few other such accidents like this, often involving flap errors, trim errors, and airspeed errors.

Mike C.

No jet in your future, then.

Mike C.

You are right! (for at least the next 9 days)

After a hundred hours, an airplane is an airplane is an airplane. It always took me a hundred hours to get its quirks all dialed in. I was one of the fortunate in that I stayed current in the small stuff along with the big stuff. Small stuff like Champs and Cessnas and Bos.

I think we can all agree that aircraft are rather complex machines that operate in an inherently unforgiving environment that does not play well with carelessness or complacency. This is why we have checklists and flows and currency standards and all these other things. Yes accidents will happen and they will happen to both highly trained and skilled pilots as they will happen to new inexperienced pilots and they will happen as a result of things that appear benign like tire pressure. Follow your checklists, do your flows, if you get distracted during a checklist start over so you don’t miss anything. I’d rather not hear about someone wrecking because they forgot to set flaps or remove a gust lock or whatever.

I like the fact that with a Part 25 aircraft, you know exactly what it will do if you follow the procedures. 2nd segment climb criteria and requirements were new to me.

Cirrus and MU2 safety histories(before and after) demonstrate the value of training and procedures in GA. Part 25 jets take it to the next level. I’m more interested in this than I expected. That’s the great thing about aviation; there is always a lot more to learn.

KDFW corporate aviation. I placed a contract fuel order for $2.31 gal. The fuel release said to top by departure. They didn’t. Third in line. They ran out of fuel filling me. They had to go refuel truck. Texting and driving it got stuck in the mud. I kid you not.

I could get mad. Talk to a supervisor. But what’s the point. It happens.

MH,
I have some ex (& ) current employees Allied might like to hire.
Wonder if this one survives his mistake?

I'm sorry Mark, but that's funny stuff right there.
Laurel and Hardy would be proud.

Not enough of a fuel imbalance to prevent you from taking off and stopping for fuel along the way.

Only one truck?


I recall my in my days as a line guy we were an Exxon fuels FBO. Even though the airline fuel we pumped came from Conoco. One day an Exxon corporate jet pulls up, and all of our Exxon labeled Jet-A trucks were empty. So we had to use one of the trucks with a our FBO logo, with Exxon trucks sitting idle a few hundred yards away.

They weren't able to free it so...they got another truck..but is was still 30 minute wait.

Possible but what would it accomplish? Add a cycle too.

Were they able to pull that out with just one tug? For $2.31 a gallon I would have waited.

Gary