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I merely said there is merit in knowing what these are in case you have instrument failure.
Have I missed your point ?, knowing what they should be wont help if the instruments fail, as you say. You then fly by the seat of your pants as Jim says.
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jimdavis wrote: ↑Thu Nov 14, 2019 5:46 pmSS you are technically correct. However, seldom is a "Boeing/Airbus/CRJ/Dash 8 ect" captain as busy as a Baron charter pilot returning to Johannesburg in a busy late afternoon during summer thunderstorm time. He has to plan the descent, cope with traffic, talk to ATC, change frequencies, read back clearances dodge thunderstorms and be nice to difficult pax - ALL ON HIS OWN - no copilot, no hostie, no one to negotiate with ATC, possibly no glass and a pretty ordinary autopilot.
To my mind that is the busiest pilot in the world - despite his humble aircraft. Its the very lack of what you see as complexity, makes it an extremely complex aircraft to operate. Actually nothing to giggle at.
Now make that Baron in the example a Cessna 421 or an Aero Commander 685 with GTSIO's - coming out of altitude ………
That will quickly make it clear ……
Have you ever flown such aircraft Southside ??…..