4 ms·

Faster planes just require far more experience. Typically owner/operators simply do not fly enough to gain that critical mass of experience. Additionally, the

Faster planes just require far more experience. Typically owner/operators simply do not fly enough to gain that critical mass of experience. Additionally, the fastest of aircraft, jets, typically operate with 2 crew members so the odds of a critical mistake from both pilots falling behind at the same time is drastically reduced.

pageandrew 6y ago
There's an emerging market for fast (300kt), turbofan powered, "relatively inexpensive"(still $2m+) light/very light jets. For example, Cirrus SF50 (Vision Jet) and HondaJet. There are also some larger business jets in the Cessna Citation and Embraer Phenom line that can be used for single pilot ops. So, there's definitely an opportunity for wealthy, owner-operator pilots to fly fast aircraft that might be too much airplane for them. Turbofan aircraft do require an additional type rating (i.e. more training/qualification). Type ratings however do not expire, so one could find themselves in a situation where they're legally allowed to fly but not proficient enough to do so safely.
- duxup 6y ago
  Happens with charter pilots too it seems. I read a report where the pilot was trying out a turbofan that his employer was looking at buying. The guy selling the plane felt like the pilot was just not keeping up with the plane, didn't sell it to the charter company. Charter company got another plane somewhere else ( it didn't say how or where ). On a flight the pilot somehow didn't notice the autopilot disconnected, plane drifted into this long turn. Once the pilot realized something was up he grabbed the controls and pulled them hard over and snapped off the wings.
  - lisper 6y ago
    Reference? That sounds like an apocryphal story to me. It is incredibly hard to break the wings off an airplane.
    - redis_mlc 6y ago
      Just keep pulling back in a spiral. Count to 10. Off they go.
      - averros 6y ago
        You will likely black out first. Small GA planes in normal category are usually designed to handle 4.6G in "down" direction without any damage to airframe. To tear wings off you'd need 6-7G. In negative direction it's smaller Gs, but it would also either disable (gravity fed) or overwhelm (pump based) fuel system resulting in loss of power. The realistic way to tear wings off small plane is to enter uncontrolled spin at altitude sufficient for gaining lots of vertical speed (and then botch recovery) or do a way-over-Vne dive.
- sokoloff 6y ago
  Turbojet aircraft require an annual proficiency training event that’s quite similar in scope to a check ride. https://www.law.cornell.edu/cfr/text/14/61.58 https://www.law.cornell.edu/cfr/text/14/61.58 So, while it’s technically true that the type rating does not expire, you still need annual training and certification.
  - Dahoon 6y ago
    Not all pilots are flying from the US.
    - sokoloff 6y ago
      True, however the vast majority of the world is at least as strict as the US.
duxup 6y ago
It seems like time is the key element, the faster you go the less time you have to assess the situation before things start going wrong and things keep compounding. Extra guy, more chances of keeping on top of things, etc.
- njovin 6y ago
  This and generally speaking the faster the plane the more inputs and outputs you have which makes navigating a decision tree harder. Cessna with fixed gear, one engine, no autopilot: if suddenly you find yourself in a dangerous or scary situation there’s not much you have to check to get a troubleshooting picture of the situation. Turbo twin with all the bells and whistles: not only are you traveling much faster (possibly in to a dangerous situation) but there a ton more inputs and variables to take in and a lot more things you can change to right the situation. It can be overwhelming.
  - TylerE 6y ago
    Newer planes reverse this to an extent. Modern engines with FADEC lower pilot workload considerably. Basically - you have a single power lever, vs anywhere from about 3-5 controls on older carbureted engines.
    - VBprogrammer 6y ago
      I'm trying to think what 5 levers you are thinking of. Obviously, throttle, prop, mixture. Carb heat is probably the 4th. The 5th is where things get a bit esoteric, perhaps manual turbo waste gate (aka second throttle)? Ah, less esoteric, probably the cowl flaps.

pageandrew 6y ago

There's an emerging market for fast (300kt), turbofan powered, "relatively inexpensive"(still $2m+) light/very light jets. For example, Cirrus SF50 (Vision Jet) and HondaJet. There are also some larger business jets in the Cessna Citation and Embraer Phenom line that can be used for single pilot ops. So, there's definitely an opportunity for wealthy, owner-operator pilots to fly fast aircraft that might be too much airplane for them. Turbofan aircraft do require an additional type rating (i.e. more training/qualification). Type ratings however do not expire, so one could find themselves in a situation where they're legally allowed to fly but not proficient enough to do so safely.

duxup 6y ago
Happens with charter pilots too it seems. I read a report where the pilot was trying out a turbofan that his employer was looking at buying. The guy selling the plane felt like the pilot was just not keeping up with the plane, didn't sell it to the charter company. Charter company got another plane somewhere else ( it didn't say how or where ). On a flight the pilot somehow didn't notice the autopilot disconnected, plane drifted into this long turn. Once the pilot realized something was up he grabbed the controls and pulled them hard over and snapped off the wings.
- lisper 6y ago
  Reference? That sounds like an apocryphal story to me. It is incredibly hard to break the wings off an airplane.
  - redis_mlc 6y ago
    Just keep pulling back in a spiral. Count to 10. Off they go.
    - averros 6y ago
      You will likely black out first. Small GA planes in normal category are usually designed to handle 4.6G in "down" direction without any damage to airframe. To tear wings off you'd need 6-7G. In negative direction it's smaller Gs, but it would also either disable (gravity fed) or overwhelm (pump based) fuel system resulting in loss of power. The realistic way to tear wings off small plane is to enter uncontrolled spin at altitude sufficient for gaining lots of vertical speed (and then botch recovery) or do a way-over-Vne dive.
sokoloff 6y ago
Turbojet aircraft require an annual proficiency training event that’s quite similar in scope to a check ride. https://www.law.cornell.edu/cfr/text/14/61.58 https://www.law.cornell.edu/cfr/text/14/61.58 So, while it’s technically true that the type rating does not expire, you still need annual training and certification.
- Dahoon 6y ago
  Not all pilots are flying from the US.
  - sokoloff 6y ago
    True, however the vast majority of the world is at least as strict as the US.

duxup 6y ago

It seems like time is the key element, the faster you go the less time you have to assess the situation before things start going wrong and things keep compounding. Extra guy, more chances of keeping on top of things, etc.

njovin 6y ago
This and generally speaking the faster the plane the more inputs and outputs you have which makes navigating a decision tree harder. Cessna with fixed gear, one engine, no autopilot: if suddenly you find yourself in a dangerous or scary situation there’s not much you have to check to get a troubleshooting picture of the situation. Turbo twin with all the bells and whistles: not only are you traveling much faster (possibly in to a dangerous situation) but there a ton more inputs and variables to take in and a lot more things you can change to right the situation. It can be overwhelming.
- TylerE 6y ago
  Newer planes reverse this to an extent. Modern engines with FADEC lower pilot workload considerably. Basically - you have a single power lever, vs anywhere from about 3-5 controls on older carbureted engines.
  - VBprogrammer 6y ago
    I'm trying to think what 5 levers you are thinking of. Obviously, throttle, prop, mixture. Carb heat is probably the 4th. The 5th is where things get a bit esoteric, perhaps manual turbo waste gate (aka second throttle)? Ah, less esoteric, probably the cowl flaps.