X	"The eye cannot see what the mind does not behold.”                                                                            -- Obie Young, FAA Safety Program Manager

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Dear Pilots and Aviation Enthusiasts:

  
      

“The eye cannot see what the mind does not behold.” Translated, you do not know what you do not know.  Hmmm...if that doesn't sound like a classic flight instructor statement!

Classic or not . . . it is true! 

One of the best examples of this are traffic alerts.  Like all pilots, our right seat companion is sometimes a pilot and at other times just a passenger.  It's curious to note how these two different categories of people react to ATC issued traffic alerts.  My pilot friends nearly always come to attention, sit up, look around, and search the horizon for the called out traffic.  My passenger-only friends typically ignore such call-outs, not recognizing the mid-air collision risks they pose.

Another example is found in the simple little outside air temperature gauge.  The VFR-only pilot doesn't recognize its significance the way an instrument pilot does . . . particularly as one is about to enter the clouds on a winter night.  Same with the vacuum or suction gauge.  Most VFR-only pilots seldom pay much attention to it.

How about the Kollsman window in the altimeter.  Most VFR-only pilots have only passing interest in its proper setting.  On the other hand, an instrument pilot, shooting an ILS to 200' AGL minimums knows that a two-tenths (0.2) altimeter setting error could bury him in the ground before reaching the runway threshold.

Weather, icing in particular, is an excellent example of this truism.  The "eye" cannot see a safe passage way through a winter cloud unless the mind beholds an understanding of the many factors that contribute to airframe icing.  In other words, icing is not the mystery that many pilots think it is.

How about air space incursions?  If the "mind" doesn't know how to navigate, the "eye" cannot see the error in one's heading.

Why so much ground instruction??

Proficient flight instructors never cancel scheduled flight lessons due to weather.  If the weather prevents safe flight, they use the time to work on what the mind beholds.  Similarly, each good weather flight contains at least an hour of ground work.  If they are not teaching, they're testing. 

Effective CFIs continually play the role of the pilot examiner, asking numerous "what if" questions.  Then, when they get in the air, they make the "what ifs" real!  In response, proficient flight students do not stammer and guess what to do.  Instead, they quickly go through the proper steps to "save the day."

Let's not forget that over two-thirds of ALL general aviation accidents are attributed to pilot error!  In these cases, the mind didn't BEHOLD all that it should have!   

                                                       

How many pilots check the oil level in their pre-flight inspection, determine it to be at the proper level, then take off with the confidence of knowing that they will have enough oil to reach their destination?  All of them!  After all, oil is not "consumed" by our engine in any significant amount.

Unfortunately, this is what the pilot of a Piper Cherokee thought when he took off on his last and fatal flight from Lopez Island, WA in 1994.  According to the NTSB report, the pilot performed his own oil change immediately before the doomed flight.  In the process, he had removed, cleaned, and re-installed the oil screen.   The oil temperature sensing probe was attached to the rear side of this oil screen.

A Simple Little Oversight . . .

A licensed A&P, who was working on another part of the airplane, noticed that the owner had improperly safety wired the oil screen.  He suggested that it be re-safety wired correctly.  Apparently, neither the A&P nor the owner noticed that the oil sensing probe had worked itself loose in the process of removing and replacing the oil screen.

Shortly after takeoff over water, the pilot reported to ATC that his engine had quit and that he was attempting a glide to a nearby island.  The aircraft impacted the water about one-half mile from shore.  Witnesses said that "the aircraft dropped the last few feet toward the water, and that it seemed to hit quite hard, splashing a considerable amount of water into the air. The aircraft floated for about two minutes, and then sank with no sign of the pilot exiting the aircraft."

Here what the NTSB accident report said regarding the cause of this fatal accident: 
 

"Further inspection revealed that the safety wire securing the oil screen housing to the accessory case was still connected backwards, and that the oil temperature sensing bulb had backed completely out of the oil screen housing. The mechanic who confirmed the incorrect safety wire installation to the owner at Diamond Point said that it appeared to him that the owner had never reworked the original safety wire installation. Although the safety wire was installed incorrectly, the oil screen was still tightly secured in the accessory case. But with the oil temperature probe being backed out of the oil screen nut, there was a clear path around the edges of the probe for the engine oil to escape from the accessory case."                                                                       -- NTSB Accident Report

A Very Reliable Engine . . . But!

Aircraft engines are incredibly reliable.  Properly maintained, they will serve their pilots well throughout their useful life.  But allow a simple maintenance oversight which, in this case, resulted in a slow but steady loss of oil in flight - that engine will fail just as predictably as a person will die from traumatic loss of blood.

A couple of things we can do to prevent catastrophic in-flight oil loss:

Know Your Skill Limitations:  Yes, many pilots perform their own preventive aircraft maintenance per Appendix A to FAR Part 43.  This includes performing oil changes and replacing oil filters and cleaning oil screen.  That's fine . . . if you are not only good at it, but that you are also a stickler for details and not easily distracted from your routine! 

Know Your Engine Compartment Intimately:  There are many places where oil under pressure can escape from your engine.  They include the oil drain, oil filter, oil temperature and pressure probes, and constant speed propeller, and turbocharger lines and fittings.  Know each such location well, and check each regularly.

Assist in Each Annual Inspection: This means doing more than removing seats and opening inspection plates.  Get right in there along side your IA and get your fingers dirty.   See exactly what he does.  Ask questions . . . he's working for you!  Learn your engine!

It just takes one errant GA pilot to tell the entire world just how stupid we can be!  Such was the case, of course, this past week when a pilot and student flew their Cessna 150 deep inside the Washington, DC ADIZ.  Their actions triggered an immediate evacuation of the White House, the Supreme Court, and numerous other nearby federal offices. 

Fortunately for these two fellows (and others on the ground), the two F-16s and Blackhawk helicopter crews were not given the order to shoot them down!

Purchase that Handheld GPS Today!

Every primary pilot is taught how to read an aviation chart.  He knows precisely how to track his or her position using VOR radials.  Okay, that's 1950's technology . . . but it works.  An even simpler and far more precise way to track one's position is with a handheld GPS.  If you fly and don't have one, get one today!

Prohibited Areas	Prohibited areas are established for security or other reasons associated with the national welfare. Prohibited areas are published in the Federal Register and are depicted on aeronautical charts.
Restricted Areas	Restricted areas denote the existence of unusual, often invisible hazards to aircraft such as artillery firing, aerial gunnery, or guided missiles. An aircraft may not enter a restricted area unless permission has been obtained from the controlling agency. Restricted areas are depicted on aeronautical charts and are published in the Federal Register.
Warning Areas	Warning areas consist of airspace which may contain hazards to nonparticipating aircraft in international airspace. The activities may be much the same as those for a restricted area. Warning areas are established beyond the 3-mile limit. Warning areas are depicted on aeronautical charts.
Military Operation Areas	Military operation areas (MOA) consist of airspace of defined vertical and lateral limits established for the purpose of separating certain military training activity from IFR traffic. There is no restriction against a pilot operating VFR in these areas; however, a pilot should be alert since training activities may include acrobatic and abrupt maneuvers. MOAs are depicted on aeronautical charts.
Alert Areas	Alert areas are depicted on aeronautical charts and are to advise pilots that a high volume of pilot training or unusual aerial activity is taking place.
Controlled Firing Areas	Controlled firing areas contain activities, which, if not conducted in a controlled environment, could be hazardous to nonparticipating aircraft. The difference between controlled firing areas and other special use airspace is that activities must be suspended when a spotter aircraft, radar, or ground lookout position indicates an aircraft might be approaching the area.
National Security Areas	National security areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through these depicted areas. When necessary, flight may be temporarily prohibited.

Solution for Airspace Incursions . . .

Most of us agree that being shot down for an inadvertent airspace incursion is an extreme form of punishment! A better deterrent would be a certificate revocation and civil penalties against the pilot equal to the operating costs of the F-16s and Blackhawk helicopters scrambled to steer him in the right direction.

More realistically, however, the best solution when flying near special use airspace would by to operate on an IFR flight plan.  This insures constant contact with ATC and an extra pair of eyes to keep you where you belong!

For more information on the Washington, DC ADIZ, click HERE.

The story behind this past week's infamous Washington, DC ADIZ incursion thickens.  According to the Washington Post, the errant pilot first penetrated the 30-mile radius (2,000 square miles) Air Defense Identification Zone (ADIZ) surrounding Washington area's three major airports.  He then entered the 16 mile wide Restricted Area that surrounds the Washington Monument.  From there, he penetrated P-56, the Prohibited Area of no-fly airspace covering the White House!

An extract of the official log of the event is shown below:

11:55 a.m., as the plane kept heading into Washington. Five minutes later, the log says that "fighters are on the target" and that "flares are authorized." At 12:03 p.m., the White House was put on its highest level of alert. At 12:04, the log shows the missiles were about to be used. No order to shoot down the plane was issued, although officials said it was the closest they have come to calling for the downing of a civilian aircraft.

Note:  Read yesterday's (Saturday, May 14) Washington Post Account of this airspace incursion. Pilot certificate revocation likely.  Click HERE.

When asked about air defense missiles positioned around the White House, former FAA official Bill English responded by saying,

"There are a bunch of portable missile batteries all around DC (Patriot and the like) ostensibly to shoot down intruders and/or hijacked airliners from DCA. Doing a quick back-of-the-envelope ballistic analysis shows that a shot-down down airliner coming off runway 1 at DCA, would pretty much toss a couple hundred thousand pounds of flaming wreckage thru the windows of the building the NTSB occupies. I do not have a window office... ;-)" -------------------- Bill English

 

I was conducting a routine biennial flight review (BFR) when I said to the pilot, "I smell smoke, I believe we have a fire.  What are you going to do?"

The pilot looked at me and replied, "Ah . . . oh . . . well, I would first try to troubleshoot the problem.  Then, ah, I would close the cabin air vents, ah . . . OK, I would look around for a nearby airport, then I would, let's see, I would turn off the master switch.  Oh yes, I would make a radio call . . . then . . . "

I interrupted the pilots lengthy explanation and said, "My feet are burning.  Do something!"  He looked at me in disbelief.

Fatal Outcome . . .

I'm afraid that had this in-flight fire scenario been real, we would have both died a horrible death while the pilot stammered through his possible corrective responses!  That is, every possible response except pointing the airplane downward!

"Let me have the controls," I said.  I then pushed the yoke aggressively forward, retarded the throttle, reached down switched the fuel valve to "closed," pulled the throttle to idle, the mixture to idle cut-off, and switched the ignition off. On the way down, I made a simulated "may-day" call, advising ATC of my fire, my position, and my intention to land immediately.

Fire or Smoke . . . First Action Should be to Point the Airplane Downward!

This is classic "risk assessment" and "aeronautical decision-making" at its best.  In this instance, you are deciding between a slow, methodical problem-solving response to the fire and smoke nipping at your toes, on the one hand, and getting the airplane on the ground as soon as possible, on the other hand.

Let's say that my action of pointing the airplane downward was incorrect.  Further, let's say that my decision to execute a controlled crash resulted in the needless destruction of an expensive airplane was later deemed unnecessary when it was learned that the cause of the fire was simply an overheated electrical circuit.

Admitted.  I made a bad and expensive mistake . . . but there is an excellent chance that my passengers and I walked away unharmed from the crash.  This is likely the worst that could have happened.

On the Other Hand . . .

Let's suppose we took a more methodical, problem-solving approach to the fire and smoke.  Keep in mind that it only takes only a few minutes for a hot fire to burn through a wing spar.  When that happens, the outcome is always fatal.  Sure, if it was an electrical fire, killing the master switch may have solved the problem . . . and the airplane.

The Good News . . .

Fortunately, in-flight fires are a very rare occurrence.  They are even more rare in airplanes that receive meticulous maintenance.  This maintenance includes regularly removing the complete engine cowling and carefully examining fuel line integrity and fuel line connectors and fittings between the fuel pump and carburetor or injectors.  Look for wet areas around fuel gaskets, carburetor/injectors following engine operation.  Regularly check oil lines, particularly on turbocharged aircraft.  Examine the entire exhaust system, checking for holes and signs of exhaust leakage through connectors and around slip joints.

A multi-probe digital engine analyzer such as a JP Instruments EDM700 (pictured left) is one of the best fire prevention investments you can make.  Keep in mind that over-heated cylinders can self-destruct, spewing gas and oil over the hot exhaust system.  By setting the engine monitor's built-in alarms, you can be instantly alerted anytime cylinder head and/or exhaust gas temperature begins to climb above the normal range.  If any of these temperatures approach or exceed red line, reduce power immediately.  You may consider an engine shut down followed by an emergency landing before a potential fire results.

Fires are rare . . . but they are real.  And, sadly, many result in fatalities.  Like everything else we do in aviation, practice your fire prevention and fire recovery skills frequently.

Whenever conducting a BFR (biennial flight review) or rental aircraft checkout, I've discovered that the best time to assess a pilot's proficiency is during the transition from climb to cruise flight.  It is at this point that more aerodynamic changes are occurring than at any other phase of flight . . . including landing.  Power, airspeed, rate of climb, fuel mixture, and the shape of the airplane, e.g., trim tab, are all changing at the same time.  The goal, of course, is to level off at the assigned or selected altitude, plus/minus 25 feet.

The level off process begins about 50 feet before the target altitude.  A good rule of thumb for this is 10 percent of the climb rate.   For example, if you are climbing at 400 feet per minute, begin your level off 40 feet before reaching your target altitude.

 The climb to cruise transition steps go as follows:

Pitch	Begin your level-off at about 50 feet below your target altitude (10% of your climb rate).
Power	Leave your climb power in until reaching your desired indicated cruise speed, then reduce only enough power to maintain that speed.
Pump	Turn off your auxiliary fuel pump.
Lean	Follow your POH instructions for leaning in cruise flight.
Trim	Use your yoke to maintain your desired altitude until the speed stabilizes.  Then apply trim to remove any push/pull forces on the yoke.  Remember, it is useless to attempt trimming the airplane before the airspeed stabilizes.

Practice this climb to cruise transition process until you are able to level off and maintain your target cruise altitude, plus/minus 25 feet.  You will not only become a more proficient pilot, you will also please your passengers!  In this regard, there's nothing more uncomfortable for passengers to endure than a roller-coaster level off experience, with the pilot pushing and pulling on the yoke, yanking power lever back and forth, and spinning the trim like a wheel of fortune!

There are two things a designated pilot examiner will likely never know about a private pilot candidate.  They are:

1. The pilot candidate's crosswind landing skills.

2. The pilot candidate's ability to execute a safe exit from IMC conditions. 

The reason for this is that most DPE's conduct their private pilot flight tests in VMC conditions only.  The other is that stiff cross or gusty winds may not be present on the day of the scheduled flight test.

The burden of building pilot competence rests on the flight instructor's shoulders.

Curiously, two of the most common general aviation mishaps, e.g., landing accidents and continued VFR flight into IMC conditions, are attributable to pilot skill deficiencies that are seldom assessed by the pilot examiner!  Only the candidate's flight instructor knows for sure how their students will perform in crosswind landing situation and when making a safe escape from IMC conditions.

Sadly, many flight instructors deal with these situations with one very big word.  That word is . . . DON'T! 

"Don't make crosswind landings and don't fly in the clouds."  Timid flight instructors back up their admonitions by canceling flight training when the surface winds kick up a bit.  They seldom, if ever, take their primary students into the clouds.  In short, they leave their students dangerously under-prepared . . . and the Designated Pilot Examiner will never know it!

If you were one of these student pilots . . . get some NEW training!

Continuous self-assessment is something every proficient pilot engages in.  If your training did not prepare you to handle a 24 knot direct crosswind or if you never trained with wind gusts of 29 knots or more, you could be an accident waiting to happen!   If you have less than 10 or 15 hours of actual IMC experience (NOT with a view limiting device), don't count on being able to safely extricate yourself from an inadvertent IMC penetration.

Obviously, the proficient VFR pilot knows to remain clear of these wind and visibility conditions, BUT stuff happens!  Gusts sometimes emerge from seemingly nowhere.  They weren't predicted, they weren't there when you took off.  Nonetheless, they can catch you off-guard.  The same is true with IMC conditions.  Three miles visibility can turn into soup by an unpredicted two degree drop in outside air temperature.

Again . . . if you do not feel comfortable in high, gusty wind conditions or in the clouds, find a qualified flight instructor and go out and GET COMFORTABLE!

It's been a long and exhausting flight.  Only 15 more miles to go before you drop the gear and prepare for landing.  You're anxious to get on the ground, hit the restroom, then sit back and relax in your favorite easy chair. 

All that stands between you and your goal is a nasty, low weather approach.  The ATIS is reporting an RVR (Runway Visual Range) of 1,800' and an indefinite ceiling.  It doesn't look good.  Your nearest usable alternate is 90 miles out of your way.

Let the Head Wrestling Begin!

Your right brain is conditioned through years of training to "go missed" if the runway environment is not in sight at the DH, DA, or at the MDA MAP.  Sadly, your left brain is saying, "Let's get on the ground ASAP!" Your life depends upon WHICH brain wins!

The low ceiling and poor visibility has you worried.  You desperately want to land.  Your good judgment becomes clouded.  "I'll drop down just a bit lower for a peek."

Beech 58P Baron Pilot Learns this Lesson Too Late!

It was a miserable weather morning at Grand Marais, MN when the pilot of a Beech Baron carrying three passengers set up for an instrument approach to runway 09.  

The approach controller issued his approach clearance along with following weather information:

"Ok, we're showing uh the wind at zero five zero at three visibility four miles and heavy thunderstorms it's uh let's see there's a cloud layer at three hundred feet scattered ceiling is one thousand four hundred overcast temperature one four dew point one three altimeter two niner eight six and it says uh the remarks there is lightning in uh distant all quadrants."

The last radar track of this ill-fated approach showed the pilot 800' below the published minimum altitude between the initial and final approach fix. He crashed 1.5 miles short of the runway.  The pilot and one passenger died in the crash.  The two other passengers were seriously injured. 

The NTSB probable cause was listed as "Continued descent below minimum descent altitude and the altitude/clearance not maintained by the pilot during approach to the airport. The low ceiling was a contributing factor."

FAR 91.175 (see highlight box above) is NOT a Suggestion!

Violation of this regulation, intentional or otherwise, is a sure-fire ticket to disaster.  Therefore, every instrument pilot should memorize it!    This regulation also addresses the need for every instrument pilot to go out and practice low-weather, right down to minimums every chance he or she can get!

Failure of the Instrument Training Process!

Sadly . . . and for reasons known only to them . . . many flight schools and flight instructors refuse to conduct instrument flight training when weather approaches minimums.  Thus, the first time many instrument pilots ever experience this, the most challenging part of all instrument flight, is when they are by themselves! 

This problem is worsened by the fact that most designated pilot examiners (DPEs) do not conduct their instrument practical tests in minimum IFR weather conditions . . . . therefore they have no idea how the instrument candidate will perform under these conditions.

Blame it on the Hood or View Limiting Device

Somewhere along the line an FAA official reasoned that having the instrument student place a hood or view limiting device over his or her eyes somehow simulated actual instrument conditions.  This faulty reasoning carried on into the use of an "approved" stationary flight simulator to realistically simulate minimum instrument conditions.

As every experienced instrument pilot knows, the presence of ACTUAL minimum weather conditions adds an element of stress that, for the nonproficient instrument pilot, can create confusion and even disorientation. This element of stress CANNOT be created with a hood or "approved" stationary simulator.

Okay . . . if that's the best we can do, then we must continue to accept instrument approach accidents!

Saying that we WILL NOT fly when the weather is down to IFR minimums is simply unrealistic.  In truth, weather that is reported ABOVE landing minimums can instantly go to or BELOW minimums in a heart beat!  Momentary confusion and disorientation can result.  The hapless pilot suffers an instant brain freeze, all while his airplane continues on a descent course.  Bang!

Solution . . .

If you are an instrument student being trained by a CFII who won't take you down to actual IFR minimums . . . find a proficient instructor who will.  Remember, "caveat emptor" (let the buyer beware!)

If you are already instrument rated, become proficient at landing at IFR minimums or don't file IFR!  You might not like this solution . . . but it will help to keep you from sharing the same fate as the Baron pilot discussed above!

If you are a CFII and you are not comfortable taking your students to published approach minimums, consider getting comfortable through recurrent training and practice with an experienced and proficient CFII.  If you will not do this, consider dropping that second "I".

No excuses here . . . your students' lives depend upon it.  Remember, the instrument rating does not carry "limitations."  No instrument rating says, "Not valid below 600 feet AGL!"

As if CFIs do not have enough to do to earn our big bucks, those of us who will be providing flight training to non-US citizens must go through another TSA hoop to remain LEGAL.  This is the hoop that requires us to officially register as a TSA-approved provider of flight training services.  This is after we take to on-line airport security course and receive our published completion certificate. 

Finding out how to satisfy this TSA provider registration requirement proved to be a daunting task!

Thanks to the help of NAFI (National Association of Flight Instructors . . . specifically, Sandy Hill and Rusty Sachs), the Rochester FSDO (Gene Conway, Flight Safety Operations Specialist), and David St. George, DPE from Ithaca, NY, I was not only led to the appropriate website, but to the precise place on that site where CFIs must go to begin this registration process.

The proper website to go to is https://www.flightschoolcandidates.gov/  But this is just the beginning!

Once at this website, scroll down to the gray colored section covering the bottom third of the site.  Look for the paragraph that says:

"If you are an AFSP Candidate, and are in need of a new account on the system, please select the link in order to fill out an account request template."

Then click on the "new account" link.  Follow the prompts. Once this is completed, contact a nearby Designated Pilot Examiner (DPE).  Provide him or her with a suitable picture ID, e.g., Passport.  He will then get in touch with your local FSDO to verify who you say you are.  The FSDO will then add your name to the web list of TSA approved providers of flight instruction.

Note:  Non-US citizens cannot complete their portion of the clearance process until your name appears on the web list of approved providers!

What if a non-US citizen approaches you for flight instruction??

Direct that individual to the same website shown above.  He or she must obtain a USERID and a PASSWORD via this site in order to begin their security clearance process.

Anybody who has more than several hundred hours of flight experience can tell you about something unexpected that happened to them in the air.  It might be a window that popped open, a suddenly sick passenger, an engine hiccup, whatever.  Most of these distractions were handled routinely and the pilot went merrily on his way. 

But what happens when two or more distractions begin to occur?

Shortly after takeoff in his Beech B36TC Bonanza the pilot radioed to ATC that the cabin door popped open.  He advised ATC that he was returning for landing.  Enroute back to the airport, the pilot started to declare an emergency, but he never completed his sentence. 

Witnesses reported black smoke coming from the engine compartment.  One witness observed the airplane flying low and slow at a high angle of attack with the landing gear extended. He then observed the airplane stall and spin, rotating 1.5 times before losing site of the airplane.   Another witness said that the engine quit prior to impact.

The aircraft was destroyed during the impact sequence and post crash fire. The commercial pilot, who was the sole occupant, received fatal injuries.

A door left ajar and a failed engine . . .

The NTSB report cited the probable cause of the accident as "the pilot's failure to maintain adequate airspeed while in the traffic pattern, which resulted in an inadvertent stall/spin. Contributing factor was the pilot's diverted attention with the loss of engine power from his inadvertent activation of the auxiliary fuel pump, and the open cabin door."

What turned out to be an apparently normal takeoff turned into a tragedy in seconds.  The first distraction was a door popping open.  The pilot announced that he was returning to the airport.  No big deal here!  He then reduced power for landing. The engine began to run rough then quit.  Here was the second distraction.

Failure to adequately troubleshoot the failed engine.

Clearly this pilot was being distracted!  The suddenly popped opened door on takeoff began the accident chain.  The second link in the chain occurred when he inadvertently switched on the high fuel boost pump.  This unguarded switch is located adjacent to the landing gear lever.  Once the power was reduced, the high fuel pressure caused an extremely over-rich fuel mixture causing the engine to quit.

The proficient pilot instinctively knows how to troubleshoot a failed engine . . . . (1) switch fuel tanks, (2) check fuel pump, (3) check ignition, etc . . .

The confusion caused by the open door and failed engine would be a significant distraction to ANY pilot.  In this tragic case, the pilot not only failed to troubleshoot the problem, he neglected to properly fly the airplane. 

A Classic Stall/Spin Scenario . . .

In reality, the suddenly popped opened door was a non-event as far as flight safety was concerned.  With the wind blowing over the fuselage, the door was ajar by only a couple of inches.  He could have continued safely to his destination with no risk to flight safety. 

In his apparent rush to return to the airport, the pilot somehow managed to click on the high fuel boost pump (located adjacent to the landing gear handle).  This led to the failed engine which, though serious, could have been handled in a safe manner.  Instead, the pilot pitched up, then stalled in an uncoordinated flight attitude.  A low-level spin resulted which led to his tragic end.

Houston . . . we have a problem!

There was a classic line in the movie, Apollo 13, when the NASA mission director said, "Failure is not an option on my watch!"  This line should be spoken by every pilot whenever a distraction or full-blown emergency occurs.  No matter how bad the distraction or problem is, ALWAYS FLY THE AIRPLANE!!!

In this instance, had the pilot recognized that his slow speed, high pitch attitude would result in a stall, he would have lowered the nose and made a survivable off-field landing.  Worse, had he been aware of the dangers of a a stall in uncoordinated flight - which causes a spin - he would have definitely taken another course of action!

In summary, all this pilot really needed to have in order to survive these "distractions" was an increased level of flight proficiency.   As a commercial pilot, he had the skills . . . but his proficiency or lack thereof created the problems that took his life.  Proficiency comes from recurrent training and practice.  Airline pilots go through this all the time.  We GA pilots, on the other hand, well . . . maybe a pencil BFR or a WINGS phase completion once in the last two years! 

You can read the full account of this accident by clicking HERE.

"How, with four million emails last year about TFRs, with two education campaigns that still exist on our website, with partnering with TSA for things, with editorials, with constant pressure -- how can pilots within a shadow of the DC area ignore all that and fly into the heart of the ADIZ?"                                       -- Phil Boyer, President, AOPA

This past week's Washington, DC ADIZ incursion should be a wake-up call for every individual and organization that has an interest in protecting the future of general aviation.  This one dumb move by one non-proficient, navigationally-challenged pilot will likely bring an end to legislation that would re-open Washington's Reagan National Airport to general aviation.   Public figures like Chicago's Mayor Richard Daley are, again, calling for prohibitions of GA flights over major cities.  Who knows where this one stupid act will bring general aviation.

God Forbid . . . a Mid-air with a Packed Airliner . . .

Let some wayward GA pilot manage to collide with an airliner over a heavily populated area and we could see an end to general aviation as we know it.  As a minimum, my guess is that only GA aircraft on an IFR plan will be permitted into anything other than Class G airspace!

AOPA and EAA Working Hard to Popularize General Aviation . . . but at what cost?

GA industry advocate groups have worked hard to put more citizens into the air.  The recreational pilot certificate and now the light sport pilot certificate promise to do just that.  That's good!  Aircraft manufacturers, too, are making it more affordable for more people to not only fly, but to fly fast and high as well.  That is also good.  After all, more people flying results in more memberships, more aircraft sales, and more headsets purchased. It's a win/win for all, especially for people earning a living in general aviation.

But it could all end with one more publicity-grabbing GA mishap!  If you don't believe this can happen, think back to the days immediately following 9/11 when the entire fleet of GA aircraft were grounded! 

To minimize this possibility, far more needs to be done in the GA initial and recurrent training arena.  And AOPA and EAA needs to put teeth in their efforts to support this.  This means more than producing colorful websites, emails, and magazine editorials.  In addition, it means aggressively promoting efforts to improve the way we train pilots.  It also means helping to redefine our recurrent training requirements.

Sadly, very little is being done on the regulatory front to insure that all of us who have the privilege to fly obtain and maintain the proficiency skills to operate safely in today's post 9/11 environment.   The minimum proficiency standards contained in the Private and Instrument Pilot Practical Test Standards (PTS) require major revision.  The minimum one hour ground and one hour flight BFR is laughable.  The minimum IFR currency requirements are a joke.   Worse, the several "legal" ways of by-passing a BFR seriously undermines the intent of this mandatory recurrent training.

Imagine, if the FAA re-allocated 50 percent of what it spends on processing airmen medicals to promoting improved GA pilot proficiency, the entire industry would be better off!  Let's not forget that there are an average of seven (7) fatal GA crashes EVERY WEEK in the U.S.  Not very many of these are attributed to heart attacks or diabetic shock! 

No Time to Panic . . . But!

We all know that the American public has a love/hate relationship with little airplanes.   They love to attend airshows but they hate to have us land near their back yards.  They are easily stirred by a raving media calling for serious restrictions on GA operations.  The Congress knows where their votes come from.  Ultimately, there are far more fearful Americans casting votes than we GA pilots - by a margin of over 350 to 1!

If we, as an industry, do not do something concrete to improve GA pilot proficiency (remember, nearly 2/3rds of all fatal GA accidents are attributed to pilot error), this same fickle American public will send us packing!

Monday, May 30, 2005
Akron Airport (9G3), Akron, NY
7am 'till 1pm

This annual event marks the true beginning of the summer flying schedule here in Western New York.  Fly-in, drive-in, bike-in, or walk-in . . . anyway you arrive will be rewarded with a hearty breakfast served by the local Civil Air Patrol cadets, lots of airplanes to look at, and friendly folks to laugh with.  I'll be flying demo rides.  Stop by and say hello!

Don't miss this "rain or shine" event!!!

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Click HERE for details!

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For just about every other aviation event scheduled for Upstate New York, click HERE.

 

This "tongue-in-cheek" bumper sticker was created by David Herman, a Cessna 150 owner from Seattle, WA, and member of the Pacific Northwest Flying Club (reprinted here with permission).  You can order your very own copy by clicking HERE.  Nice job, David.  Sometimes a little humor is needed in this upside down world of ours!

 

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