This deserves a million "thumbs up"

Please Post on how the sim goes! I want to hear how she does!

When I was 12, my father took me with him for his copilot check in the Eastern Airlines L-1011 simulator. His captain for the check didn't make it so he sat left seat and I got to be his 'co-pilot'. He check out and then the simulator check pilot told me I could take her around once around the pattern. As my father will proudly tell you, I didn't crash! 33 years later, I earned my private pilot's ticket. You are a great uncle to take your niece up and hopefully she won't wait as long as I did to fulfill her dream as I did (it's different for girls these days)! She will definitely remember the experience all her life.

"This video is private."

same here

Looks like it was taken down (changed to Private). Must not like the attention it is getting or the fact that he is publicizing information that leaves too much open to interpretation. I wonder what kind of comments he received on the actual YouTube page.

I would think the Aeroflot one is a more realistic depiction of how this would actually go. (I assume it was a real, unrehearsed simulation.) Hopefully if this ever really happened they would have an experienced, type-certified pilot talking the person down, not just the ATC controller. The video showed the confusion that you would expect, for example, the problem she had finding the thrust reversors. And of course when he tells her to input "uniform mike" and she starts typing "uniform mike."

that was fascinating for me as a pax

I don't know who this Tex Johnson is. Maybe we should ask Tex Johnston? ;-)

Yeah, that would give the pax a story to top the initial one of their pilots becoming incapacitated. "thankfully a passenger pilot stepped up and barrel rolled us to a smooth landing"

Now, go back to the simulator. Tell everybody to get out of the cockpit and do it again.

ATC - "do you have a God?" PILOT: "Yes", ATC - You are very close to Him now I suggest you have a DIRECT conversation and get off this radio".

I think I remember something similar. Power equals altitude and attitude equals airspeed. Oh, and you'll need a "key" to get in the locked cockpit door.

Aah yes, the old range vs endurance lesson. Always comes back to basics.

GA (no cockpit barrier) vs 119/121 with secured cockpit doors ... recall German Wings ... can't open door from the outside

I am calling this video "Tips for Al Kida"

Actually it has been determined that the Tim Morgan that did this video is NOT the Tim Morgan that is a Delta pilot. Avweb updated their site with this fact.

I wanted to reply earlier but your comment disappeared. Now I see it again. While I won't disagree completely with the answer received by John Miller, it really depends on the phase of flight and the priority derived from the pilot in control of the aircraft. Here is my thoughts, for what it is worth. Sorry if any of this is overkill.

The two (throttles vs elevators) are both heavily dependent on each other. The method you are referring to is first taught in basic training to introduce a unfamiliar concept to operating in a three axis environment, however, it is usually taught when one or the other variable is fixed (i.e. constant rate climb/descent [variable power] or constant airspeed climb/descent [variable pitch]). They build on this and eventually learn the coordination of both at the same time. The method you mention is also more valuable in the region of reverse command.

As a side note: power/thrust controls are a bit slow to react in jet aircraft at low power setting (engine spool time) vs piston aircraft (immediate reaction). For example, you find yourself high, you really don't want to pull power to idle increase vertical speed (sink rate). If done, the aircraft will immediately slow down but will take considerable time to settle into a steeper descent (CG permitting). At jet aircraft speeds, time if of the essence. So, some throttle reduction will be necessary but pitch change is my first course of action (albeit generally only a few degrees), then adjust throttle to maintain speed (unless you are at cruise near the "barber pole" when the descent is initiated). This is due to the fact that you don't want to get low and slow and have the throttles at idle as the time to spool the engines is considerable and may take longer than needed.

This is actually a pretty controversial topic but to sum it up, after completing basic instrument training, one has learned it is a combination of both at practically all times. Which one you do first is really just technique.

This article does a great job and comparing the two methods.
http://www.sunriseaviation.com/art-pitch_power_trim1.html

Additionally this one is nice.
http://flighttraining.aopa.org/magazine/2004/April/200404_Features_Beyond_the_basics.html

Correct. You would reduce power to initiate a descent. If you did it with just yoke, your speed would increase to a potentially unsafe speed without proper power adjustment. Good observation!

Many do, including some models of the B737....however getting into the cockpit would prove to be a more significant challenge since they do know open from the outside.

I think in that situation, you'd respond to just about anything you were told. You'd be hanging on every word. For me, anyways, they could call out Tweety Bird and I'd follow the instructiions.

Good point. I would hope the pilot does not die at the spot and that he would have a chance to open the door and call for help.

Uh....might I remind you of the German Wings crash. Not USA but still, I know for a fact ALPA and all other pilot unions would never agree to this. In fact they are pushing for secondary barriers. Plus never seen a key hole or otherwise on a cockpit door. The only "hidden" unlock device is for the lavatory.