I think the statistical, 'accidents per number of hours' is a bit of humbug. It is far more relevant to quote the number of emergencies per the number of pilots.
I.E. We all know someone who has had a problem, and many of us have had many problems, not just with silence out back, but also any of the mryiad reasons why a 'controlled' silence is far better for continued good times. T'R drive failure or, etc, etc.
The 206 may be a prob at 7000'da, but by crikey the '47 is a gem at that, and higher.
Lander,
we operate near there all the time, but we teach safety mechanisms. Thirty knots when turning downwind or at least translation please most all the time, or, when at low height having just zoomed up a bit and there is no airspeed then at least position the aircraft with airspeed potential. I.E. Leave the disk tilted downwards I mean while you have a good look about, then just follow downward tilt side of the disk.
With two engines I would assume that you personally check the single tank full of fuel on the refuelling tender? maybe plenty of twin supply from the same tank??
Giving a person the gift of practised accomplishment from a difficult area of the HV curve is one thing, to loiter unnecessarily in there is totally another of foolhardiness.
Shawn
we have spoken before about this absurd practice of the military, of two seconds delay. why is this? They will never get to see the limits potential of any aircraft by putting such blinkers on their insular thinking.
For sure, certification authorities need to insure that they have an aircraft that the normally slightly slower person can land. One second is more than enough.
cheers tet