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I didn't realize that physics checked the FAA type certificate to see how it should act toward a particular airplane. You made the generalization "swept wing jets", and I was narrowing down that the post-stall behavior has to do with factors other than the angle of wing sweep and the propulsion...

Yes -- the AOA gauges are pegged as far as they will go, well past the actual critical AOA. They are flying based on a combination of the Newtonian ram-air effect on the bottom of the wing and fuselage and the thrust of the burners.

And yet, there are other "swept wing jets" that you can control in speed, altitude, and heading to Commercial PTS standards while fully stalled (I did it in the T-38, F-15E, and F-16, but obviously there are others). There isn't anything *inherently* dangerous about a swept wing stalling; it...

All of this discussion about students and ratings and the like is nice, but has zero to do with the question asked in the OP about an ATP'd and Typed airline FO who neither signed for the aircraft nor is the sole manipulator of the controls.

Is the flight being operated under Part 121 or Part 91? What does the FO intend to use the logged time for? (Ergo, to satisfy the requirements for a rating, currency, or a job?)

Hopefully the lesson he learned wasn't "never perform a midfield takeoff".

You can take the "most conservative answer" mantra to just about any end you want to, but it doesn't mean that less conservative answers are too risky or wrong. As always, airmanship means weighing all of the operational and safety factors and making a smart decision (which is not always the...

Crappy old phone snapshot of what used to be in my bag when I was flying Strike Eagles: L to R: Puke bag Sharpie Velcro straps for holding pens on your hand LED light for mounting on mask Maglight IFR charts Quick-reference checklists Emergency checklists Nomex gloves skull cap

So true, so true.

The L-17B I used to fly had an inertial reel shoulder harness mounted to the back of the seat.

Well, realize that there's a second component to an airline pilot's views on GA safety, and that has to do with their ratings/certificates and medicals being key to their ability to put food on the table. Many of them choose not to fly GA because the extra flying is extra exposure to the risk...

Well, since the perfect flight hasn't taken place, mistakes are made all the time, on every flight. It is both the amplitude of those mistakes, and our ability to correct them ("trapping the errors" as the saying goes), that determines the effect of those mistakes.

I have seen an inordinate number of airline pilots who are pretty anti-GA, for a lot of reasons, but predominantly because they have grown to believe it unsafe.

I do the same, but know they probably all just end up in the trash.

The actual quote is: Col. Don Conroy, USMC (who the astute will recognize was the father of The Great Santini author, Pat Conroy, and about whom the book's protagonist Bull Meecham was modeled). A version of this saying was also in "Flight of the Intruder".

I must be an oddball...when I jump in the taildragger, I like to stay in the pattern or go to a nearby field with a nice little crosswind to grow that proficiency.

Has the state identifier for California recently changed to "NC"?

I only use WingX because of the free CFI deal. If it weren't for that, I'd be strictly Foreflight.

FWIW, if you don't see that kind of money, it is because you chose not to do so. Never is a really, really long time. At FedEx there are 757 Captains on property who bid Capt at less than 1 year at the company and are out making $250K+ prior to hitting 3 years. The latest practice bid at FX...

I apologize if that came off as snarky -- I really meant it more as an indicator that the pitfalls and challenges that seem big when looking from the outside are entirely tolerable and capable of being overcome by lots of people of many different skills and means -- including you. Totally...