Major 705 ops are infinitely more complex.

In what way are they infinitely more complex?

Can you elaborate and give a few examples so those of us who do not understand the complexity can learn?

I think it’s going to insult a lot of sky gods

Who are these " Sky Gods " Zaibatsu and how do we identify them so we can avoid them?

Excellent!!

A go around is a normal event when you find the approach is unsatisfactory, if you wait to long and end up wrecking your airplane it was because you did not plan ahead properly for the approach, landing and possible wind changes. As to landing in the first one third of the runway that is nonsense. U...

When it comes to public safety, there are sacrifices that will have to be made, and if you don't want to make them, then don't choose that career.

And there is the perfect solution to this discussion.

Fifteen-year-old Lyman Fern was aboard the plane when it went down. He told the Saskatoon StarPhoenix that everything seemed normal until after takeoff, when the short-haul airliner started rocking back and forth. Was there any chance the airplane had been parked for a while and there was freezing ...

When the “low time pilots” can set the attitude to maintain the desired climb speed without the nose bobbing up and down, We are not on the same page at all here Big Pistons Forever, I was discussing turn backs after an engine failure and you are for some reason discussing the first lessons in flig...

Practicing turn backs “ at a safe altitude” is IMO, negative training because the big issue with low altitude turn back is ground rush which results in the unconscious desire to pull on the control wheel. On the other hand if you do not train your student to be able to manoeuvre the airplane to its...

In your example the statistics indicate that you are more likely to die from the stall spin resulting from the botched turn back then succumbing to hypothermia. Does anyone in the flight training business train pilots to do the turn back manoeuvre at a safe altitude anymore? The stall spin problem ...

Everyone here missed his biggest opportunity for getting hired.

He should have went to top management and informed them they had a rude chief pilot and sold himself as the obvious candidate for the position of Chief Pilot.

We trained on short dirt strips so learned to come in committed as touch and go was not an option.

The above is confusing and I don't understand it.

If the strip was long enough to take off from why is a touch and go not an option?

I'd like to find an instructor or school that will do the conventional gear endorsements, but who can also provide a good deal of know-how on mountain and backcountry flying. Your idea is excellent and is something that is needed to make flying more available to recreational pilots. As to conventio...

Why should a pilot need a thousand hours to be a F.O. on any airplane?

Maybe it'll be classified as a hard landing and not a crash.

What is the difference between a hard landing and a crash?