Great reenactment of a real flight gone wrong. The most challenging part of flying the PC-12NG is managing the avionics. They add a tremendous amount of workload for a single pilot. For example, to go direct to a fix that is on your route but further down the line, requires 8 steps. Use the Joy stick to move a cursor over the fix, press enter, see a drop down menu, find the fix you want to go direct to, move the cursor over the fix, select enter, activate then verify you are in the NAV mode, then check the green annunciator to verify that you are really in the NAV mode. Then verify the airplane is turning to the fix you want to go direct to. If you get cleared to a fix that is NOT on your route, it requires about 10 steps to make that happen. Now try to do either one of these while hand flying in the clouds in a very intense ATC environment when you are a 1500 hour private pilot. I was the Director of Training for FlightSafety’s King Air Division 1978-1984. In those days, even though Beech had certified the King Air 200 for single pilot ops, we would provide the training but not sign off the client’s Pro Card if he or she operated single pilot. Maybe today’s FSI should revisit the philosophy today.
I fly the PC-12NG professionally as my retirement job following 29 years as an airline pilot. FlightSafety is certifying low experience private pilots to fly this very challenging airplane single pilot. And here in lies the problem. It is not ATP pilots crashing the Pilatus nor is it those planes being flown by a crew of 2.
So you retired from the airlines but are still flying professionally? Why? I’m sure a young pilot would love your job. How many hours do you want these private pilots to have to get certified by flight safety? 1000? 5000? How about 10,000 hours? It’s unrealistic.
He’s hired because owners don’t want young inexperienced pilots flying them around. Not all hours are created equally, today’s students just don’t have the same building blocks like those in the past had and that’s why they stumble more during simple scenarios like this one.
Was this acting? This is terrifying and pretty much summarises why private pilots are dying in massive numbers in these high performance single turbines. The fact that the pilot confesses that the stick shaker came on early (due the pusher icing mode) suggest that it has happened to him before. It's incredible you get a stall warning at 800ft AGL and you don't firewall the levers, lower the nose and save your ar$e is remarkable. I'm seriously unsure this video actually helps a PC12 pilot because if you don't have the fundamentals down before you climb into your +$3M USD aircraft with your family in the back - then there is very little to learn here.
Great video, and there is a lot to learn here. I've experienced cases where I got behind the aircraft and needed ATC help and didn't ask. Not good. Two words I've burned into my brain now are "standby" and "unable" - these can come in handy from time to time. I also try to take more care during the takeoff briefing to better anticipate frequency changes, and other things ATC or the airspace might require.
The intro states "The scenarios are dramatized to illustrate the points." So, yes acting, but the PC12 can be a lot of airplane for a low time, single pilot operator. Especially someone who does not fly regularly or in IFR regularly. I've been training pilots on the machine for cleae to a decade now, and I've seen many new FOs come into our training program and make similar mistakes.
I remember the bonanzas used to be called doctor killers. Folks who could afford to buy but didn’t have time to stay current. Sounds like the same issue. Enough money to buy the trouble but not the sense to remember that: “A man has to know his limits.”
These are very advanced high performance aircraft, Pilots need to be on top of their game to operate them safely. Single Pilot Night/IMC is not a good place to realise you are in too deep. It is best to decide on the ground not to make the flight if conditions are not good. Know your Auto Pilot, it is a very good Servant, however a very poor Master. Consider employing a Professional Pilot, or better still two.
My instructor (ex-RAF) always called the AP the "dumb pilot", and reminded me that if I ever engaged it I still needed to pay just as much attention to how the aircraft was flying.
i fly a royal turbine duke i for one never fly at night. usually dusk or dawn. i learned many many years ago to look outside. spatial disorientation can happen fast.i dunno maybe the pwners and pilots of these pc 12'a re low time pilots. but i am 71 now. still fly my turbine duke which i love to death. but ihave been flying since my 1st lesson back in the later 60's i took a break while my duke was being converted took the required instruction with it. i still think low time or those with less than 100 hours in complex aircraft are not all that good they think they are but they arent.i learn everyday. bit io also have over 15000 hours, from crop dusting in the early 70;s to now i prefer complex aircraft. just stay on top of things and stay ahead of it.
Never program anything while in a turn. Also why try to configure the autopilot when it’s disconnected? All that gives you is the flight director which you don’t need. Get rid of the flight director and fly the airplane until you get back ahead of it. Shed distractions and simplify operations.
The aircraft should have an emergency activation button! When the pilot presses this button the AP should activate immediately, setting altitude-hold and banking to zero, so the plane flies straight. Also (if the plane has autothrottle) automatically power up or down if the parameters are outside the limits. This is very useful for such desorientation situations.
did the accident aircraft have synthetic vision? while the synthetic vision in your simulator is of quite poor psychovisual quality, near zero photorealism, earlier PC-12s had no synthetic vision and in a diminished mental capacity situation the total absence of primally recognizable input has to be decisive for spatial disorientation. With quality synthetic vision, which no existing avionics has, it's hard to imagine spatial disorientation ever taking place. How often do you get spatially disorientated playing MS flight sim in clear sunlight? then try to realize that that is synthetic vision.
the PC 12 seems unforgiving and easy to get behind in, i’m seeing a lot of accidents with the aircraft. This should be a 2 pilot aircraft not single pilot. I think all the automation to be overwhelming and difficult to learn, we should go back to the simpler steam gauges.
The problem is nearly always the pilot, not the aircraft; in particular, we all have days when we are not quite as sharp as normal. Being able and willing to recognise those days and respond accordingly (including staying on the ground) is often the difference between life and death.
Lack of training and proficiency, not technology kills pilots ... Full Stop. Unless the wing falls off it is *always* the pilot's fault. Steam gauges have gone away in professional flying for a reason. Old dinosaurs are the only ones touting the fallacy that stream gauges make better pilots.
Is he even instrument rated? Is he trimming the aircraft for the segment of flight? Too much reliance on autopilot and lack of basic stick and rudder skills.
![[17Minutes] SPECTACULAR NIGHT Plane Spotting TAKEOFF&LANDING at Kagoshima Airport JAPAN 4K](/img/n.gif)
Great reenactment of a real flight gone wrong. The most challenging part of flying the PC-12NG is managing the avionics. They add a tremendous amount of workload for a single pilot. For example, to go direct to a fix that is on your route but further down the line, requires 8 steps. Use the Joy stick to move a cursor over the fix, press enter, see a drop down menu, find the fix you want to go direct to, move the cursor over the fix, select enter, activate then verify you are in the NAV mode, then check the green annunciator to verify that you are really in the NAV mode. Then verify the airplane is turning to the fix you want to go direct to. If you get cleared to a fix that is NOT on your route, it requires about 10 steps to make that happen. Now try to do either one of these while hand flying in the clouds in a very intense ATC environment when you are a 1500 hour private pilot. I was the Director of Training for FlightSafety’s King Air Division 1978-1984. In those days, even though Beech had certified the King Air 200 for single pilot ops, we would provide the training but not sign off the client’s Pro Card if he or she operated single pilot. Maybe today’s FSI should revisit the philosophy today.
I fly the PC-12NG professionally as my retirement job following 29 years as an airline pilot. FlightSafety is certifying low experience private pilots to fly this very challenging airplane single pilot. And here in lies the problem. It is not ATP pilots crashing the Pilatus nor is it those planes being flown by a crew of 2.
So you retired from the airlines but are still flying professionally? Why? I’m sure a young pilot would love your job. How many hours do you want these private pilots to have to get certified by flight safety? 1000? 5000? How about 10,000 hours? It’s unrealistic.
He’s hired because owners don’t want young inexperienced pilots flying them around. Not all hours are created equally, today’s students just don’t have the same building blocks like those in the past had and that’s why they stumble more during simple scenarios like this one.
Was this acting? This is terrifying and pretty much summarises why private pilots are dying in massive numbers in these high performance single turbines. The fact that the pilot confesses that the stick shaker came on early (due the pusher icing mode) suggest that it has happened to him before. It's incredible you get a stall warning at 800ft AGL and you don't firewall the levers, lower the nose and save your ar$e is remarkable. I'm seriously unsure this video actually helps a PC12 pilot because if you don't have the fundamentals down before you climb into your +$3M USD aircraft with your family in the back - then there is very little to learn here.
Erm, yes it was.
Great video, and there is a lot to learn here. I've experienced cases where I got behind the aircraft and needed ATC help and didn't ask. Not good. Two words I've burned into my brain now are "standby" and "unable" - these can come in handy from time to time. I also try to take more care during the takeoff briefing to better anticipate frequency changes, and other things ATC or the airspace might require.
The intro states "The scenarios are dramatized to illustrate the points." So, yes acting, but the PC12 can be a lot of airplane for a low time, single pilot operator. Especially someone who does not fly regularly or in IFR regularly. I've been training pilots on the machine for cleae to a decade now, and I've seen many new FOs come into our training program and make similar mistakes.
Thank you for flight...great experience...new sub
1. Program the FMS
2. Aviate
3. Navigate
4. Communicate
🤷♂️
I am aware of at least 4 recent PC12 single pilot loss of control accidents, including the medevac flight at Dayton, NV.
I remember the bonanzas used to be called doctor killers. Folks who could afford to buy but didn’t have time to stay current. Sounds like the same issue. Enough money to buy the trouble but not the sense to remember that: “A man has to know his limits.”
fork tailed Dr killers for the Vees was what i heard
These are very advanced high performance aircraft, Pilots need to be on top of their game to operate them safely. Single Pilot Night/IMC is not a good place to realise you are in too deep. It is best to decide on the ground not to make the flight if conditions are not good. Know your Auto Pilot, it is a very good Servant, however a very poor Master. Consider employing a Professional Pilot, or better still two.
My instructor (ex-RAF) always called the AP the "dumb pilot", and reminded me that if I ever engaged it I still needed to pay just as much attention to how the aircraft was flying.
i fly a royal turbine duke i for one never fly at night. usually dusk or dawn. i learned many many years ago to look outside. spatial disorientation can happen fast.i dunno maybe the pwners and pilots of these pc 12'a re low time pilots. but i am 71 now. still fly my turbine duke which i love to death. but ihave been flying since my 1st lesson back in the later 60's i took a break while my duke was being converted took the required instruction with it. i still think low time or those with less than 100 hours in complex aircraft are not all that good they think they are but they arent.i learn everyday. bit io also have over 15000 hours, from crop dusting in the early 70;s to now i prefer complex aircraft. just stay on top of things and stay ahead of it.
Never program anything while in a turn. Also why try to configure the autopilot when it’s disconnected? All that gives you is the flight director which you don’t need. Get rid of the flight director and fly the airplane until you get back ahead of it. Shed distractions and simplify operations.
The aircraft should have an emergency activation button!
When the pilot presses this button the AP should activate immediately, setting altitude-hold and banking to zero, so the plane flies straight. Also (if the plane has autothrottle) automatically power up or down if the parameters are outside the limits.
This is very useful for such desorientation situations.
The Cirrus jet has this feature if I'm not mistaken.
You heard the autopilot disconnect right?
The risk with such a facility is that you further increase your lack of understanding of what is happening, and need even more time to recover.
did the accident aircraft have synthetic vision? while the synthetic vision in your simulator is of quite poor psychovisual quality, near zero photorealism, earlier PC-12s had no synthetic vision and in a diminished mental capacity situation the total absence of primally recognizable input has to be decisive for spatial disorientation. With quality synthetic vision, which no existing avionics has, it's hard to imagine spatial disorientation ever taking place. How often do you get spatially disorientated playing MS flight sim in clear sunlight? then try to realize that that is synthetic vision.
Is this loss of control? or loss of flying 101.
Why did they even publish this? Embarrassing!
the PC 12 seems unforgiving and easy to get behind in, i’m seeing a lot of accidents with the aircraft. This should be a 2 pilot aircraft not single pilot. I think all the automation to be overwhelming and difficult to learn, we should go back to the simpler steam gauges.
The problem is nearly always the pilot, not the aircraft; in particular, we all have days when we are not quite as sharp as normal. Being able and willing to recognise those days and respond accordingly (including staying on the ground) is often the difference between life and death.
Lack of training and proficiency, not technology kills pilots ... Full Stop. Unless the wing falls off it is *always* the pilot's fault.
Steam gauges have gone away in professional flying for a reason. Old dinosaurs are the only ones touting the fallacy that stream gauges make better pilots.
Maybe instead of just having Pilatus owners over there you should hire a real cameraman that can figure out how the focus works...
This dude is just as bad as that Tennessee pilot- just 180 knots faster. They shouldve never published this fool flying.
Is he even instrument rated? Is he trimming the aircraft for the segment of flight? Too much reliance on autopilot and lack of basic stick and rudder skills.
Whats with the death grip though