COULD you land a passenger jet (if you ONLY hold a PPL)???
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It was luck! It was extremely good luck that the Captain, Bob Pearson, happened to also be a very experienced glider pilot and that the acting First Officer, Maurice Quintal, had done his Air Force training out of Gimli and remembered that Gimli existed.
The guy that landed the Air Transat A330-200 in 2001 also did a nice job (on the gliding and landing part). I can't find much info on if he also had any good gliding experience... all I could find was that he flew bush planes before.
Anyway my point is. I reckon most crews would fail in such a situation... but 1 in every x-many will make it. That's the only point I was trying to make there.
Experience. Something you lack. 
-------
Actually it brings me onto something else... anyone here use PMDG's new 737NGX? I think they claim that it's 90-something % realistic. Ok so the ground effect and touch down in FSX (along with complicated weather conditions) are probably not very realistic, but the general flight model is "meant" to be pretty accurate... so am I right in saying that's kind of a lie since no one here seems to buy any of it?
And also... if someone says "well they would use it to train pilots then" - I would assume the reason they don't is due to the fact that the level of immersion compared to a full motion sim is rather crap. And it doesn't allow for crew interaction training etc...
but theoretically there is no reason why they can't model the flight dynamics correctly in cheap home simulators with the computer technology that's around us these days.
Please note I am just curious and am not trying to start a war about how accurate these things are as I completely accept that FSX will not be able to fully represent reality (and I can assume that from my experience on the 3 props that I have flown for real)... that having said, it's not far off (ground effect is a bit rubbish in FSX)!! Not sure how about the jets though...
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Standby for the next sh1t he comes out with.
Good day to you Sir.
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Bearcat: reading your argument in post 37, you appear to have very warped logic.
If your original question was meant in good faith, I suspect you are now deliberately seeking to provoke (aka trolling). Let it go.
If your original question was meant in good faith, I suspect you are now deliberately seeking to provoke (aka trolling). Let it go.
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The computing power required to run a simulator is immense. The sheer number of mathematical calculations that have to be carried out whenever I move the yoke in the sim is incredible. This is a level of computing that your flight simulator on your desktop PC could not handle. Try going to a full motion sim and instead of flying it ask to see the computers that run the bugger!
So many variables are involved in flying through the air that you really do need that level of computing to simulate it fairly accurately - even the dynamics in the full motion sims used to train us aren't 100% bang on. I doubt your plane you mention is "90-something % realistic" since such a level of simulation would require more than one desktop PC.
So many variables are involved in flying through the air that you really do need that level of computing to simulate it fairly accurately - even the dynamics in the full motion sims used to train us aren't 100% bang on. I doubt your plane you mention is "90-something % realistic" since such a level of simulation would require more than one desktop PC.
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The computing power required to run a simulator is immense. The sheer number of mathematical calculations that have to be carried out whenever I move the yoke in the sim is incredible. This is a level of computing that your flight simulator on your desktop PC could not handle. Try going to a full motion sim and instead of flying it ask to see the computers that run the bugger!
So many variables are involved in flying through the air that you really do need that level of computing to simulate it fairly accurately - even the dynamics in the full motion sims used to train us aren't 100% bang on. I doubt your plane you mention is "90-something % realistic" since such a level of simulation would require more than one desktop PC.
So many variables are involved in flying through the air that you really do need that level of computing to simulate it fairly accurately - even the dynamics in the full motion sims used to train us aren't 100% bang on. I doubt your plane you mention is "90-something % realistic" since such a level of simulation would require more than one desktop PC.
"The PMDG 737NGX features an unprecedented level of systems fidelity. Developed over three years with technical input from Boeing and a team of real-life 737NG crew and maintenance advisors, we have painstakingly modeled nearly every system on the real aircraft in a fully dynamic and realistic manner."
PMDG Simulations
But if it does indeed require a lot of computing power to run something like that then maybe you're right
Bearcat
Before this thread closes a bit of advice.....in the unlikely event you find yourself in this hypothetical situation please, please, accept that you don't know what you don't know....
Golden rules:
Don't touch anything on the glareshield.
Don't touch the yoke or the side stick.
Don't touch the FMC/CDU or similar.
Find the press to transmit switch and shout "mayday" and unquestionly accept any advice that comes your way...and prey that you've got more than minimum fuel.
Before this thread closes a bit of advice.....in the unlikely event you find yourself in this hypothetical situation please, please, accept that you don't know what you don't know....
Golden rules:
Don't touch anything on the glareshield.
Don't touch the yoke or the side stick.
Don't touch the FMC/CDU or similar.
Find the press to transmit switch and shout "mayday" and unquestionly accept any advice that comes your way...and prey that you've got more than minimum fuel.
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Bearcat
Before this thread closes a bit of advice.....in the unlikely event you find yourself in this hypothetical situation please, please, accept that you don't know what you don't know....
Golden rules:
Don't touch anything on the glareshield.
Don't touch the yoke or the side stick.
Don't touch the FMC/CDU or similar.
Find the press to transmit switch and shout "mayday" and unquestionly accept any advice that comes your way...and prey that you've got more than minimum fuel.
Before this thread closes a bit of advice.....in the unlikely event you find yourself in this hypothetical situation please, please, accept that you don't know what you don't know....
Golden rules:
Don't touch anything on the glareshield.
Don't touch the yoke or the side stick.
Don't touch the FMC/CDU or similar.
Find the press to transmit switch and shout "mayday" and unquestionly accept any advice that comes your way...and prey that you've got more than minimum fuel.
Thanks again
I was once fortunate enough to spend 4 hours on an A330 sim based in Stockport. It was a company perk as my boss also had a passion for flight.(That’s why he picked the flightsim) great call !
It was certainly a challenge, we started each flight on the deck and flew dozens of circuits so we could experience the phases of flight, we were allowed to do everything with assistance of the pilot advising where various knobs and switches were. I cheated a little by having the auto throttle left on for approach but that was it. We did elect to have the flight director turned off in an attempt to make it more difficult. I was looking at the diamonds on the localizer and Glidescope while trying to keep my head outside the cockpit as much as I could on the short finals. To keep us on our toes the weather worsened and we thrown a few emergencies. This is where my total appreciation became clear for real world pilots in staying professional and keeping a cool head. Being unfamiliar with the cockpit layout was a pain so with the help from the jump seat as I went through the checklist on the MFD a little voice would shout from the jump seat “above your head to the left” and so on. At that point I was the non PF.
As to the question by the poster in my very very limited experience I would say yes it can be done. We didn’t fluff any landings, maybe that was sheer luck but there were many but I did feel comfortable and in control, firm landing yes, hot brakes on the first attempt yes (trying to hold the flair to long while eating up valuable tarmac but no landing short or overruns.
But reality is a different beast, when flying the Sim I lacked fear, if it went wrong it didn’t matter if we crashed and burned and for me that is the big question. The fear factor and panic that can ensue can be difference between a landing you walk away from and one you don’t.
My only experience was 20hrs on a PA38 Tomajoke, 15yrs flying models and a few sessions on MSFS.
Now if it were a Boeing
It was certainly a challenge, we started each flight on the deck and flew dozens of circuits so we could experience the phases of flight, we were allowed to do everything with assistance of the pilot advising where various knobs and switches were. I cheated a little by having the auto throttle left on for approach but that was it. We did elect to have the flight director turned off in an attempt to make it more difficult. I was looking at the diamonds on the localizer and Glidescope while trying to keep my head outside the cockpit as much as I could on the short finals. To keep us on our toes the weather worsened and we thrown a few emergencies. This is where my total appreciation became clear for real world pilots in staying professional and keeping a cool head. Being unfamiliar with the cockpit layout was a pain so with the help from the jump seat as I went through the checklist on the MFD a little voice would shout from the jump seat “above your head to the left” and so on. At that point I was the non PF.
As to the question by the poster in my very very limited experience I would say yes it can be done. We didn’t fluff any landings, maybe that was sheer luck but there were many but I did feel comfortable and in control, firm landing yes, hot brakes on the first attempt yes (trying to hold the flair to long while eating up valuable tarmac but no landing short or overruns.
But reality is a different beast, when flying the Sim I lacked fear, if it went wrong it didn’t matter if we crashed and burned and for me that is the big question. The fear factor and panic that can ensue can be difference between a landing you walk away from and one you don’t.
My only experience was 20hrs on a PA38 Tomajoke, 15yrs flying models and a few sessions on MSFS.
Now if it were a Boeing
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To go back a few steps as to why a PPL really couldn't do it manually.
1) The pitch power couple of jet engines is immense. Any change in power setting will be too large for a PPL to a)anticipate and b) compensate for, without adequate supervision. Even simple trimming took a long time to get vaguely decent at.
Hell the sim had be frozen an immense number of times (with subsequent repositioning, not possible in real a/c)for my first type rating to even vaguely hand fly it safely.
2) A jet aircraft is an extremely complex bit of kit. Even finding the PTT to yell out mayday would take a lot of head scratching, searching and time. Time you would not have if hand flying it. Many of the a/c i fly are of a different fit (different original customer) and every time i get in my seat i have to spend a little time reminding myself where everything is.
By the time a PPL had found the correct switch (hand flying remember) the a/c would either be in a full stall or in a pretty nasty overspeed and then the mayday would be the last thing ATC ever heard of the a/c
Then deal with all the other bits switches nobs and fiddly bits. You probably would find the right handles for gear and flap, but would you even vaguely be at the correct speed to operate them? I'll even give you +50% and -20% speed but the chances of severely damaging (so they become unusable) a service or stalling is immense.
The PPL pilot would become overloaded. I still become overloaded sometimes and that's why there are 2 pilots.
3) in my company we deal with pilot incapacitation every sim (alternating who is incapacitated). We're taught to yell out mayday and autoland at the nearest suitable airfield. If it's good enough for a commercial pilot....
4) To those who've done it in the sim, remember a significant portion of communication is non verbal. You have a serious advantage of having an instructor (or even just a suitably qualified line pilot) sat just behind you who can point at the appropriate handle, nob etc and who can quickly tell you to nudge on a bit more power etc.
Someone over the radio can't. they'd have to say something along the lines of 'right now press the third button from the right marked with APP. has a little light come on? have you got a G slash S in white in the second box from right just below the green V slash S. okay you now have the approach mode armed just follow the crosses. the sim instructor would say 'press that button' pointing at the APP button
QI (the TV programme with Stephen Fry) found some research from somewhere (not sure where) that found if the A/P was engaged you had a 1 in 10 chance of landing safely. without it you were stuffed.
That's why two pence worth why a PPL could not land a jet aircraft safely.
edited: poster above mentions a lot of the non verbal comms that a sim instructor can provide.
1) The pitch power couple of jet engines is immense. Any change in power setting will be too large for a PPL to a)anticipate and b) compensate for, without adequate supervision. Even simple trimming took a long time to get vaguely decent at.
Hell the sim had be frozen an immense number of times (with subsequent repositioning, not possible in real a/c)for my first type rating to even vaguely hand fly it safely.
2) A jet aircraft is an extremely complex bit of kit. Even finding the PTT to yell out mayday would take a lot of head scratching, searching and time. Time you would not have if hand flying it. Many of the a/c i fly are of a different fit (different original customer) and every time i get in my seat i have to spend a little time reminding myself where everything is.
By the time a PPL had found the correct switch (hand flying remember) the a/c would either be in a full stall or in a pretty nasty overspeed and then the mayday would be the last thing ATC ever heard of the a/c
Then deal with all the other bits switches nobs and fiddly bits. You probably would find the right handles for gear and flap, but would you even vaguely be at the correct speed to operate them? I'll even give you +50% and -20% speed but the chances of severely damaging (so they become unusable) a service or stalling is immense.
The PPL pilot would become overloaded. I still become overloaded sometimes and that's why there are 2 pilots.
3) in my company we deal with pilot incapacitation every sim (alternating who is incapacitated). We're taught to yell out mayday and autoland at the nearest suitable airfield. If it's good enough for a commercial pilot....
4) To those who've done it in the sim, remember a significant portion of communication is non verbal. You have a serious advantage of having an instructor (or even just a suitably qualified line pilot) sat just behind you who can point at the appropriate handle, nob etc and who can quickly tell you to nudge on a bit more power etc.
Someone over the radio can't. they'd have to say something along the lines of 'right now press the third button from the right marked with APP. has a little light come on? have you got a G slash S in white in the second box from right just below the green V slash S. okay you now have the approach mode armed just follow the crosses. the sim instructor would say 'press that button' pointing at the APP button
QI (the TV programme with Stephen Fry) found some research from somewhere (not sure where) that found if the A/P was engaged you had a 1 in 10 chance of landing safely. without it you were stuffed.
That's why two pence worth why a PPL could not land a jet aircraft safely.
edited: poster above mentions a lot of the non verbal comms that a sim instructor can provide.
As one that managed it half the time, let's look a bit deeper.
The reason that I was in the sim was:-
1. My Dad was chief engineer on the RB211. (Initial partner, Lockheed).
2. Post 1971, his new job was Tech Dir at Instron, who supplied the hydraulics and computers to interface with the Redifon stuff for their sims at that time.
3. At that time he was a rather good glider pilot (Diamond C) and had flown lots of powered stuff too.
That tells you about the home I grew up in (or, more accurately) the flying fields that an adolescent was more-or-less bored to tears on.
Told in advance ot this opportunity, I must have come up with the incapacitated pilots and flight engineer scenario.
Even as a know it all teenager, I realised that if I were thrust into the cockpit at 500 feet, it would not end well. I must have worked out (as I would now) that if I had height, time, fuel, and somebody who knew better on the radio, I might, given time, get used to the column loads and sensitivity of the aircraft. Which might then have a chance of working towards a successful result.
Even then, I would have known that when the "are there any pilots onboard?" call went unanswered, I wouldn't just blunder in and start waggling stuff.
Without going through the whole possible, and pretty unlikely scene that I'd imagined, I knew enough not to touch anything if it was going downwards.
Could I have seen what the ap and altimeter were doing? Yes. Ah and wings level? Yes.
Bodies in seats, hadn't thought that through, but common sense says get help to shift carefully.
Work out how to use the radio? Yes. Ask for help, and have a look at the ap panel and look for height if it's reducing. Be prepared for throttles if that doesn't work.
So given all of that, it's what I asked for in the sim. A bit of time to get used to pitch/power responses. And, as someone mentioned, throttle pitch up. L1011 remember, not so bad.
I passed, first time. And failed second time.
Had been very very rich I would have asked for a learning curve. I might have raised the 50/50 to something more acceptable.
Why am I not a pilot? Dad. Mr aviation, post RR crash, thought that there would not be any money in it as a pilot. Woops.
Bloody good at racing sailing boats though.
The reason that I was in the sim was:-
1. My Dad was chief engineer on the RB211. (Initial partner, Lockheed).
2. Post 1971, his new job was Tech Dir at Instron, who supplied the hydraulics and computers to interface with the Redifon stuff for their sims at that time.
3. At that time he was a rather good glider pilot (Diamond C) and had flown lots of powered stuff too.
That tells you about the home I grew up in (or, more accurately) the flying fields that an adolescent was more-or-less bored to tears on.
Told in advance ot this opportunity, I must have come up with the incapacitated pilots and flight engineer scenario.
Even as a know it all teenager, I realised that if I were thrust into the cockpit at 500 feet, it would not end well. I must have worked out (as I would now) that if I had height, time, fuel, and somebody who knew better on the radio, I might, given time, get used to the column loads and sensitivity of the aircraft. Which might then have a chance of working towards a successful result.
Even then, I would have known that when the "are there any pilots onboard?" call went unanswered, I wouldn't just blunder in and start waggling stuff.
Without going through the whole possible, and pretty unlikely scene that I'd imagined, I knew enough not to touch anything if it was going downwards.
Could I have seen what the ap and altimeter were doing? Yes. Ah and wings level? Yes.
Bodies in seats, hadn't thought that through, but common sense says get help to shift carefully.
Work out how to use the radio? Yes. Ask for help, and have a look at the ap panel and look for height if it's reducing. Be prepared for throttles if that doesn't work.
So given all of that, it's what I asked for in the sim. A bit of time to get used to pitch/power responses. And, as someone mentioned, throttle pitch up. L1011 remember, not so bad.
I passed, first time. And failed second time.
Had been very very rich I would have asked for a learning curve. I might have raised the 50/50 to something more acceptable.
Why am I not a pilot? Dad. Mr aviation, post RR crash, thought that there would not be any money in it as a pilot. Woops.
Bloody good at racing sailing boats though.
As cabin crew I found this thread extremely interesting and educational thanks for starting it.
Now how about this. In the glory days of Flight Engineers on Classics, Tristars, DC10's etc. Would they have been able to fly and land it if the two drivers had been incapacitated?
They knew their way around the cockpit as well as the pilots and monitored approach and landing, I believe, even using the throttles.
I know when their role was withdrawn a number did retrain as pilots and some even reached dizzy heights of cabin crew!
Now how about this. In the glory days of Flight Engineers on Classics, Tristars, DC10's etc. Would they have been able to fly and land it if the two drivers had been incapacitated?
They knew their way around the cockpit as well as the pilots and monitored approach and landing, I believe, even using the throttles.
I know when their role was withdrawn a number did retrain as pilots and some even reached dizzy heights of cabin crew!
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Amusement
If you want to amuse yourself in a few years time. I suggest you save this thread. If the path you have chosen for your self is as an airline pilot.
Then when you can land a 737 for real autoland or manually. You will look back and see the naive 19 year old that you are coming across as.
Obviously there will be exceptionally gifted people who could pull off what you surmise in your original post. Odds are that your not.
Sorry if this comes across as condescending but you asked a question and some very experienced airline pilots answered you. Why ask a question if you don't hear the answer.
Then when you can land a 737 for real autoland or manually. You will look back and see the naive 19 year old that you are coming across as.
Obviously there will be exceptionally gifted people who could pull off what you surmise in your original post. Odds are that your not.
Sorry if this comes across as condescending but you asked a question and some very experienced airline pilots answered you. Why ask a question if you don't hear the answer.
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Here is my 2p worth as the hypothetical pilot who was just drawing his last breath on board and was selecting my "immediate effectively" replacement.......
I played a lot of FS as a young man, and I also flew a lot of PPL hours.
If my choice was between a 1000hr PPL pilot and a 1000hr flights sim enthusiast (of any age), I would would select the latter to do the job. In the scenario suggested by the original poster, what the aircraft and the pax need at that moment is a competent systems operator, not a stick-and-rudder jockey.
The big leap of faith is getting someone to work out how to use the radio, but assuming there is no systems failures and no fuel crisis, it would all be pretty straightforward thereafter. A trained monkey could do my job.
I played a lot of FS as a young man, and I also flew a lot of PPL hours.
If my choice was between a 1000hr PPL pilot and a 1000hr flights sim enthusiast (of any age), I would would select the latter to do the job. In the scenario suggested by the original poster, what the aircraft and the pax need at that moment is a competent systems operator, not a stick-and-rudder jockey.
The big leap of faith is getting someone to work out how to use the radio, but assuming there is no systems failures and no fuel crisis, it would all be pretty straightforward thereafter. A trained monkey could do my job.
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I have watched many PPL's try to 'land' the sims on open days at a well known training establishment. They are set up on automatics, established at 3000ft at 10d. Speed 180 flap 5. They all look really good, some remember to slow down and extend flaps, sometimes they do it in stages and even remember to put the gear down (a novelty for most ppl's) don't worry about bug speeds, forget qnh, setting the SB without deployment, and thats with Ap & AT engaged. Disconnect both and it falls apart rapidly. Most common error- high flap setting...speed bleeds wrong side of the drag curve, massive corrections...pitch power couple...nose up, nose down...and it's all over. Some go around...pitch too high...stall etc.
There are so many differences between the feel of a warrior and the feel of the jet. To overcome all of these and land successfully first time...it's a big ask, even being talked down by someone who knows how to do it. Cat 3c? At some point...you still have to take manual control. I can imagine the heavy foot that gets planted on the rudders with a cross wind.
You might do it, if you are in that situation you have to do something but frankly you are guessing. Professional pilots are trained to get it right every time. Amateurs might know what they are trying to do but the execution is unreliable. As a comparison, look at what happens when regular drivers get the chance to drive a formula one car...carnage ensues. They know what they are trying to do...they just don't have experience to do it first time.
There are so many differences between the feel of a warrior and the feel of the jet. To overcome all of these and land successfully first time...it's a big ask, even being talked down by someone who knows how to do it. Cat 3c? At some point...you still have to take manual control. I can imagine the heavy foot that gets planted on the rudders with a cross wind.
You might do it, if you are in that situation you have to do something but frankly you are guessing. Professional pilots are trained to get it right every time. Amateurs might know what they are trying to do but the execution is unreliable. As a comparison, look at what happens when regular drivers get the chance to drive a formula one car...carnage ensues. They know what they are trying to do...they just don't have experience to do it first time.
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Been interesting reading. I think it is well understood by all that an uncoupled landing would probably be disastrous for anyone other than an experienced ATP with time on type or similar. What about the other scenario.. Autoland.
I am not a pilot but an experienced Tech with fight mech time and solid avionics knowledge, as stated above know by way around many Airbus, Boeing, MDC, Bombardier etc cockpits. I have a deep knowledge of how nav aids and navigation equipment, autopilots, aircraft systems etc.
I would not feel comfortable alone in the cockpit of any aircraft, I would feel much better with another tech or person with a PPL to assist with radios, flaps etc.
First off all flight crew are incapacitated, I would secure the aircraft in stable level flight.
Hopefully there are charts or an EFB up with comm frequencies but would not waste too much time selecting guard. I understand baro settings std above 18k and speed limit to 250 kts below 10k (terrain would come to mind) If up in coffin's corner I would take care to carefully descend to a more forgiving altitude . By now I should have vectors and altitude req from ATC.
Hopefully the landing approach speeds have been established for me, I could see myself stumbling a bit here if I did not have familar charts or a program to obtain them. The other option would be ATC contacting company for someone to coach me on this. Phew, unless the person assisting could do this for me, it would surely be allot of work. But hey hopefully he could be monitoring the aircraft understand FMA etc.
Largest problem I see here is a lack of continuity as there is no clear PM or PF, may be some argument over this issue.
Ok weather and speed in descent, 2 more issues. I could clearly manage both of these but does PM know what the hell he is doing?
The weather is clear there are no terrain issues , I would request a very long straight in vector at say 3,000 feet agl 30-40 miles out, to ensure the aircraft is configured for landing. Hopefully the extra fuel burn is not an issue!?! STAR for landing airport selected in the FMS, or vectors and manual tuning. Flaps set, speed set, speedbrake armed, autobrakes armed (hopefully there is a checklist handy) gear down. From here on out it should not be much more than possibly one more level change monitoring DME, selecting land (hopefully it is similar to an autopilot I know well), monitoring the FMA and ILS raw data to insure all phases of approach and land modes latch. Oh and do something most pilots forget to on a 3B approach (verify with the tower the runway is protected) for a nice smooth rollout.
This would scare the **** out of me under optimal circumstances but I too believe a PPL would be completely lost. I know of many avionics tech's that have performed flawless autolands in a SIM. We can not fix this stuff without having intimate knowledge of how it works. Hell I have seen many of you professional pilots who could not find the correct hole to plug your headset into transitioning from one aircraft to another, plenty of other blunders and "pilot error" discrepancies get passed through my hands quite often. Just about always attributed to unfamiliarity and our pilots get top notch training.
I am not a pilot but an experienced Tech with fight mech time and solid avionics knowledge, as stated above know by way around many Airbus, Boeing, MDC, Bombardier etc cockpits. I have a deep knowledge of how nav aids and navigation equipment, autopilots, aircraft systems etc.
I would not feel comfortable alone in the cockpit of any aircraft, I would feel much better with another tech or person with a PPL to assist with radios, flaps etc.
First off all flight crew are incapacitated, I would secure the aircraft in stable level flight.
Hopefully there are charts or an EFB up with comm frequencies but would not waste too much time selecting guard. I understand baro settings std above 18k and speed limit to 250 kts below 10k (terrain would come to mind) If up in coffin's corner I would take care to carefully descend to a more forgiving altitude . By now I should have vectors and altitude req from ATC.
Hopefully the landing approach speeds have been established for me, I could see myself stumbling a bit here if I did not have familar charts or a program to obtain them. The other option would be ATC contacting company for someone to coach me on this. Phew, unless the person assisting could do this for me, it would surely be allot of work. But hey hopefully he could be monitoring the aircraft understand FMA etc.
Largest problem I see here is a lack of continuity as there is no clear PM or PF, may be some argument over this issue.
Ok weather and speed in descent, 2 more issues. I could clearly manage both of these but does PM know what the hell he is doing?
The weather is clear there are no terrain issues , I would request a very long straight in vector at say 3,000 feet agl 30-40 miles out, to ensure the aircraft is configured for landing. Hopefully the extra fuel burn is not an issue!?! STAR for landing airport selected in the FMS, or vectors and manual tuning. Flaps set, speed set, speedbrake armed, autobrakes armed (hopefully there is a checklist handy) gear down. From here on out it should not be much more than possibly one more level change monitoring DME, selecting land (hopefully it is similar to an autopilot I know well), monitoring the FMA and ILS raw data to insure all phases of approach and land modes latch. Oh and do something most pilots forget to on a 3B approach (verify with the tower the runway is protected) for a nice smooth rollout.
This would scare the **** out of me under optimal circumstances but I too believe a PPL would be completely lost. I know of many avionics tech's that have performed flawless autolands in a SIM. We can not fix this stuff without having intimate knowledge of how it works. Hell I have seen many of you professional pilots who could not find the correct hole to plug your headset into transitioning from one aircraft to another, plenty of other blunders and "pilot error" discrepancies get passed through my hands quite often. Just about always attributed to unfamiliarity and our pilots get top notch training.
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Bearcat,
I have a first-aid sustificate and I have seen every episode of Holby City,- could I perform a successful appendicectomy?
No.
I can play 'Chopsticks' on the Hammond Organ and once saw Reginald Dixon, - could I substitute on keyboards in Emerson Lake And Palmer?
No.
I have a first-aid sustificate and I have seen every episode of Holby City,- could I perform a successful appendicectomy?
No.
I can play 'Chopsticks' on the Hammond Organ and once saw Reginald Dixon, - could I substitute on keyboards in Emerson Lake And Palmer?
No.
I've got several thousand jet hours but you should have seen my last effort at landing a light aircraft after several years away. Wasn't pretty. Regarding a ppl landing a jet I would say highly unlikely. Apart from the handling issues, with many flights going with plog fuel I think that by the time the ppl worked out where things were they would be out of fuel.