Like Calpal said, your input is really nice to have -- particularly the mention that go/no-go decisions are not as straightforward in the pro pilot world as they are for a student still training VFR. I can see why you'd call it a scary one; we mentioned how most accidents are due to pilot error, so the most tragic ones are when the pilots do everything right.
Ive got 1000 hours in the PC 12 NG and haven’t been overly impressed with the ability of the wing de ice on this airframe. Other pilots ( that I know and respect) have said that it’s adequate. Sometimes when you are trying to comply with a departure procedure the climb profile may be great for terrain clearance but incorrect for icing. It’s possible that the climb profile was too slow exposing too much of the wing, I stay WAY above the min speed recommended by the manufacturer. Overall this is a pretty good take on this situation.
Hey, Gene! I just had another thought to ask you. Since you're usually single pilot and essentially being the face of your company for passengers, it means you have more responsibility among pax than most civilian transport pilots are used to. So, have you ever had to deal with a really disruptive passenger during flight? Even if not, are you trained to deal with that possibility while still flying the plane?
I've had some rowdiness in the back, but nothing problematic. It starts with a good passenger briefing. I always make a point of chatting with passengers before the flight and building rapport. It sets a tone of responsible cooperation. There's no specific training, but if someone becomes disruptive the key is to de-escalate and land as soon as possible.
Great video. I was considering the PC12 as a pilot-owner, but there seems to be a pattern of this situation happening with the PC12. Going to look at other options.
I’d hate to steer you away from the Pilatus. It’s a great ship - one of the best. These accidents were caused more by pilot actions than the airplane itself. The PC-12 has long enjoyed an excellent safety record. Thanks for watching.
I appreciate your critique of this pilot and giving him some slack on his go/no go decision. So are you saying that his bad decision was not turning around and returning to the airport? Because he clearly made a mistake, unfortunately. And if most professional pilots, given the weather conditions prior to leaving, would have made the same “go” decision, then the only thing standing in the way of a similar disastrous outcome would be turning around and returning to the airport. Yes, that is a scary situation. I don’t know, but something seems to be missing. Otherwise, I would think there would be more accidents like this. Or was this a case of really severe and unusual icing conditions?
I'm glad you mentioned the stall/spin characteristics of the PC-12. The idea of trying to "outclimb" icing conditions in a PC-12, especially when the icing is encountered in a heavily loaded aircraft flying in the mid-teens is a very risky choice.
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Like Calpal said, your input is really nice to have -- particularly the mention that go/no-go decisions are not as straightforward in the pro pilot world as they are for a student still training VFR. I can see why you'd call it a scary one; we mentioned how most accidents are due to pilot error, so the most tragic ones are when the pilots do everything right.
Ive got 1000 hours in the PC 12 NG and haven’t been overly impressed with the ability of the wing de ice on this airframe. Other pilots ( that I know and respect) have said that it’s adequate. Sometimes when you are trying to comply with a departure procedure the climb profile may be great for terrain clearance but incorrect for icing. It’s possible that the climb profile was too slow exposing too much of the wing, I stay WAY above the min speed recommended by the manufacturer. Overall this is a pretty good take on this situation.
Great to have your perspective on this.
Hey, Gene! I just had another thought to ask you. Since you're usually single pilot and essentially being the face of your company for passengers, it means you have more responsibility among pax than most civilian transport pilots are used to. So, have you ever had to deal with a really disruptive passenger during flight? Even if not, are you trained to deal with that possibility while still flying the plane?
I've had some rowdiness in the back, but nothing problematic. It starts with a good passenger briefing. I always make a point of chatting with passengers before the flight and building rapport. It sets a tone of responsible cooperation. There's no specific training, but if someone becomes disruptive the key is to de-escalate and land as soon as possible.
Great video. I was considering the PC12 as a pilot-owner, but there seems to be a pattern of this situation happening with the PC12. Going to look at other options.
I’d hate to steer you away from the Pilatus. It’s a great ship - one of the best. These accidents were caused more by pilot actions than the airplane itself. The PC-12 has long enjoyed an excellent safety record. Thanks for watching.
I appreciate your critique of this pilot and giving him some slack on his go/no go decision. So are you saying that his bad decision was not turning around and returning to the airport? Because he clearly made a mistake, unfortunately. And if most professional pilots, given the weather conditions prior to leaving, would have made the same “go” decision, then the only thing standing in the way of a similar disastrous outcome would be turning around and returning to the airport. Yes, that is a scary situation. I don’t know, but something seems to be missing. Otherwise, I would think there would be more accidents like this. Or was this a case of really severe and unusual icing conditions?
I'm glad you mentioned the stall/spin characteristics of the PC-12. The idea of trying to "outclimb" icing conditions in a PC-12, especially when the icing is encountered in a heavily loaded aircraft flying in the mid-teens is a very risky choice.