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Andrew Sarangan wrote
I think there is something else at play here. The 10,000+ hr pilot is likely an airline pilot. I don't believe airline cockpit skills are directly transferably to the GA cockpit. If there are skills at all. An airline pilot friend of mine frets about how he is going to operate his Baron. He says that while he flew the DC-9 and 727, his airline recurrent training and experience was OK, but now that he is in the Airbus (he refuses to call that flying) he is really concerned. I think your points about the crew environment and lack of redundancy are well taken, but we may be missing the fact that the modern airliner is just so much easier to fly than the complex single or light twin typically flown by the airline pilot on his days off that the skill level may simply have atrophied. If so, expect this to get worse in the future. Another interesting aspect of the Nall report is that student pilots accounted for fewer accidents even though they accounted for more flying hours. I don't think that's interesting at all. It's hard to get hurt if you never do anything. Student pilots fly under restrictions that would make aviation useless - in fact, they are specifically prohibited from doing most of the things that would make flying useful at all. Unfortunately, I am lately seeing a trend among instructors to make solo endorsements so restrictive that the student is never challenged, and to avoid challenging flights dual as well. I have no doubt that makes the training numbers look good, but the important question is what happens AFTER the training, when the student goes out on his own and starts using the airplane - especially those first few hundred hours before real experience is gained, when the student relies most on his primary training. I bet those numbers don't look so good. Michael |
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