X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 21 Dec 2012 09:40:34 -0500 Message-ID: X-Original-Return-Path: Received: from imr-da04.mx.aol.com ([205.188.105.146] verified) by logan.com (CommuniGate Pro SMTP 6.0) with ESMTP id 5962341 for lml@lancaironline.net; Fri, 21 Dec 2012 09:02:26 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.146; envelope-from=Sky2high@aol.com Received: from mtaomg-mb04.r1000.mx.aol.com (mtaomg-mb04.r1000.mx.aol.com [172.29.41.75]) by imr-da04.mx.aol.com (Outbound Mail Relay) with ESMTP id B78D31C000222 for ; Fri, 21 Dec 2012 09:01:51 -0500 (EST) Received: from core-mtd001c.r1000.mail.aol.com (core-mtd001.r1000.mail.aol.com [172.29.235.193]) by mtaomg-mb04.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 6086DE000082 for ; Fri, 21 Dec 2012 09:01:51 -0500 (EST) From: Sky2high@aol.com Full-name: Sky2high X-Original-Message-ID: X-Original-Date: Fri, 21 Dec 2012 09:01:51 -0500 (EST) Subject: Re: [LML] Fwd: Flying Lessons Weekly X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_a275.1ec64956.3e05c5ce_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 1:2:500809472:93952408 X-AOL-SCOLL-URL_COUNT: 10 x-aol-sid: 3039ac1d294b50d46bcf1869 --part1_a275.1ec64956.3e05c5ce_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Jeff,=20 =20 Now all we need is a further breakdown of "personal flying" since that=20 category includes all experimental aircraft (itself a varied conglomeratio= n),=20 antiques, most ancient spam cans, some new composite spam cans, etc. =20 Scott =20 PS: The other categories are all highly regulated with respect to operation= =20 and maintenance - including the PICs that fly those contraptions. =20 PPS: What about accidents of corporate aircraft flying part 91 (dead =20 heading, etc)? =20 =20 In a message dated 12/21/2012 6:48:04 A.M. Central Standard Time, =20 vtailjeff@aol.com writes: Worth reading for all. Jeff Sent from my iPad Begin forwarded message: From: Mastery Flight Training, Inc. <_mastery.flight.training@cox.net_=20 (mailto:mastery.flight.training@cox.net) > Date: December 19, 2012 10:14:42 PM CST To: <_vtailjeff@aol.com_ (mailto:vtailjeff@aol.com) > Subject: Flying Lessons Weekly Reply-To: Mastery Flight Training, Inc. <_mastery.flight.training@cox.net_= =20 (mailto:mastery.flight.training@cox.net) > =20 Personal Aviation: Freedom. Choices. Responsibility. _Read FLYING LESSONS online_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3D57e8754d8e&e=3Dcbd1192fad) .=20 FLYING LESSONS Weekly =20 =20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3D6aa2254d7c&e=3Dcbd1192fad)=20 FLYING LESSONS uses recent aircraft mishap reports to consider what might= =20 have contributed to accidents, so you can make better decisions if you=20 face similar circumstances. Verify all technical information before apply= ing=20 it to your aircraft or operation, with manufacturer's data and=20 recommendations taking precedence. YOU are the pilot-in-command, and are = solely=20 responsible for the decisions you make. =C2=A9 2012 _Mastery Flight Training, Inc_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3Defcced7e0c&e=3Dcbd1 192fad) . =20 This week=E2=80=99s lessons =E2=80=9CGeneral aviation is safer now than it has ever been.=E2=80=9D = =E2=80=9CThe rate of=20 fatal accidents is very low, and consistent.=E2=80=9D =E2=80=9CThere are = always going to be=20 pilots who crash. Flying is as safe as it=E2=80=99s ever going to get, an= d there=E2=80=99 s not much we can do to make it safer.=E2=80=9D These quotes, and many mo= re like =20 them, have appeared in aircraft publications in recent months, some=20 written by persons holding very prominent positions in aviation safety. Some of the data, however, differs from the overall message the industry= =20 and media have portrayed for years. Without the full picture of crash=20 statistics, these reports have been, unintentionally, misleading. This is the chart we usually see (figure 1). It shows a fairly consistent= =20 rate of total GA crashes each year since 2000, and a very consistent rate= =20 of fatal events=E2=80=94a little over one fatality for every 100,000 flyi= ng hours=20 each year for more than a decade. Figure 1: GA accident rates per estimated 100,000 flying hours (NTSB) What we usually don=E2=80=99t see, however, is a breakdown of the fatal a= ccident=20 rates by type of general aviation operation (figure 2). Noncommercial (U= S=20 Part 91) flying encompasses a lot of very different things, including =20 instructional flight, professionally flown corporate jets and turboprops,= =20 business flying (by pilots not employed specifically as pilots) and the= =20 personal/recreational flying most of us do. The data reveal some signific= ant =20 differences between these categories of general aviation, and some trends= =20 that the mainstream media have missed. Figure 2: GA accident rates per estimated 100,000 flying hours, by=20 category (NTSB) Note that while the overall GA accident rate has remained steady, as we= =E2=80=99 ve seen before (the turquoise line), the rate of corporate flying is almo= st=20 nil, the business flying rate has held low and steady, and instructional= =20 accidents are actually down per estimated 100,000 flying hours. The rate= =20 of accidents among personal flying, however, has actually gone up 20% in= =20 the last decade. Have you read that recently in the aviation press? The chart of fatal crash rates by type of GA operation (Figure 3) shows a= =20 similar pattern. While the overall fatal rate has held very steady since= =20 2000, corporate flying fatalities are almost nil, the business flying =20 record has varied but averaged low and steady, and the instructional fatal= =20 crash rate has trendy slightly down, the rate of fatalities per estimated= =20 100,000 flying hours in personal aviation has increased about 25% in the = last=20 decade. Figure 3: Fatal GA accident rates per estimated 100,000 flying hours, by= =20 category (NTSB) =20 Why has personal aviation become demonstrably less safe in the past=20 decade? What are the differences between personal flying=E2=80=94recreati= onal and=20 non-business aerial transportation=E2=80=94and the very similar business a= viation=20 category that makes personal flying=E2=80=99s record so much worse? We can speculate the worsening personal aviation record it has to do with= =20 the cost of flying and the average age of the pilot population. When we= =20 fly less we become less proficient; as we age our reactions slow, and we= =20 may become more susceptible to fatigue. This may be an oversimplificatio= n,=20 but certainly both these factors play a part in the increased crash and = =20 fatal crash rates.=20 The irony is that when we can fly less, we need to train more. Many FLYING LESSONS readers are =E2=80=9Cbusiness=E2=80=9D pilots, or fly= as part of a=20 corporate flight crew. Your professional record is good, but even it can= =20 be better. And even corporate and business pilots tend to do at least so= me=20 personal flying. It=E2=80=99s natural we=E2=80=99ve been complacent, with most of the avia= tion media=20 telling us the general aviation mishap rate is declining and the rate of= =20 fatalities very low and steady. A closer look at the statistics, however= ,=20 reveals we=E2=80=99ve got to do things differently than we=E2=80=99ve been= doing them if we=20 want to continue to safely enjoy the tremendous benefits of personal =20 aviation.=20 Next: The leading causes of personal aviation fatalities, the=20 differences between personal and business flight that affect the crash rec= ord, and=20 what we=E2=80=99re going to do in 2013 to reverse this awful trend. =20 Comments? Questions? Tell us =20 (mailto:mastery.flight.training@cox.net?subject=3DFLYING%20LESSONS%20Debrie= f&body=3DMessages%20sent%20to%20FLYING%20LESSONS% 20may%20be%20published%20with%20citation%20to%20thesubmitted.%20%20Please%2= 0 indicateif%20you%20do%20not%20wish%20an%20item%20to%20be%20published,%20or%= 2 0if%20you%20wish%20to%20remain%20anonymous.) what you think at=20 _mastery.flight.training@cox.net_=20 (mailto:mastery.flight.training@cox.net?subject=3DDebrief&body=3DMessages%2= 0sent%20to%20FLYING%20LESSONS%20may%20be%20published%20with %20citation%20to%20the%20submitter.%20%20Please%20indicate%20if%20you%20do%= 2 0not%20wish%20an%20item%20to%20be%20published,%20or%20if%20you%20wish%20to%= 2 0remain%20anonymous.) . =20 ____________________________________ =20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3D19291f1961&e=3Dcbd1192fad)=20 =20 Thanks to _AVEMCO Insurance_=20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3D30d8faf837&e=3Dcbd1192fad) =20 for helping bring you FLYING LESSONS Weekly. =20 ____________________________________ Debrief: Readers write about recent FLYING LESSONS Reader Jim Quinlin writes about _the list of 15 tasks _=20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id =3D83d583fcd7&e=3Dcbd1192fad) a student pilot must experience before being= =20 permitted to solo (under U.S. rules), and a recent LESSON suggesting that= =20 list serves as a good regimen for any pilot=E2=80=99s continuing educatio= n:=20 With regard to tales of soloing after only 4 or 5 hours back in the day, = =20 it's important to understand that the current political and legal climate= =20 today doesn't even resemble what it did back then. For example, fifty or= =20 sixty years ago, making an off-field landing in a field would get you an = =20 audience of curious onlookers and maybe a helping hand. Today, depending= =20 upon location, you might be greeted by a SWAT team or, at the very least,= =20 slapped with a lawsuit by the property owner. At the risk of sounding= =20 cynical, these are the realities of general aviation in the 21st century. That may indeed be a factor, Jim. If so, it=E2=80=99s more a reality of = the late=20 20th century=E2=80=94the regulation requiring exposure to 15 tasks and a w= ritten=20 test before solo went into effect in 1989. I suspect the litigious=20 component was due more to serious crashes among very inexperienced solo pi= lots =20 leading up to the rules change, which went into effect just after I began= =20 instructing. Do any FLYING LESSONS readers have first-handle knowledge = of=20 environment in which the list of 15 presolo requirements came about? Reader Woodie Diamond addresses last week=E2=80=99s LESSONS about landing= in=20 radiation, or ground fog.=20 I was always told that ground fog acts just like a convex mirror, =E2=80= =9Cthings=20 in the mirror are closer than they appear=E2=80=9D. Thus a normal approac= h leads=20 to a nasty surprise when the runway is actually closer than it appeared. = =20 Is this not true? I don=E2=80=99t know, Woodie, and I could not find anything in the litera= ture. =20 Perhaps a reader better versed in optics will answer your question for us,= =20 at _mastery.flight.training@cox.net_=20 (mailto:mastery.flight.training@cox.net) . Reader Karl Thomas continues: Wow, right on point for me. My son is moving to Del Rio [Texas] and I=20 flew there last Saturday evening to pick him up and take back to Houston. = =20 TAF for Sunday am (my original arrival time) was 300ft & 0.5mi in fog. = =20 Following the TAF for the last week or so shows this to be a common event= for=20 the area. We actually left DRT at midday with 700ft & 1mi visibility. =20 Thankfully I'm IFR current and with the excellent lighting @ DRT, I don't= =20 think it will be much of an issue, just interesting!! Thanks, Karl. Light twin owner and retired airline captain Larry Olson= =20 writes: Good page about fog, and a great review. I'd like more discussion about how to "fly the fog". Your cautions in=20 the article are great, and there is risk in "fog flying". However, I belie= ve=20 there's some options that make it doable=E2=80=A6. to a point. Often one has a situation where the airport is "half or three quarters"=20 socked in but the runway end is visible. It can be awkward to maneuver fo= r a=20 landing on an IFR flight plan, especially in controlled airspace. One=20 cannot [request or] accept a contact approach because the ground visibili= ty is=20 probably below a mile. However, one could accept any approach with a =20 circle[-to-land maneuver], regardless of ground visibility, as long as fli= ght=20 visibility [was] one mile (or what was required for the circle). They cou= ld=20 really be above the fog, in good visual conditions during the circle, and= =20 really circle until lined up with the runway where a safe landing could b= e=20 made. Of course, one has to consider the roll out, if it takes one into the=20 fog, could be very limiting. And your point about "glowing" runway lights = are=20 a good clue of reduced visibility, which we need to take into=20 consideration. Thoughts? The Beechcraft Bonanza mishap that led to last week=E2=80=99s fog LESSON = was a=20 VFR-pattern arrival. All appeared normal for the night landing until the = =20 pilot descended into the fog on final approach. Visibility went to near z= ero=20 and the pilot became disoriented and lost control. Although an IFR arrival to circling minimums, and as I presume from your = =20 post, using the circling maneuver to evaluate runway conditions and,=20 ultimately, to descend for landing, the foggy-weather arrival would not d= iffer=20 much when compared to the visual pattern. In either case, the fog may be = =20 invisible until the airplane enters it.=20 In the case where fog partially covers the airfield, but permits landing= =20 outside of the fog bank=E2=80=94I=E2=80=99ve done that very thing once, i= n a turbocharged=20 Baron at a rural New Jersey airport just east of Philadelphia. I could= =20 not see the fog in the dark; we touched down normally but as I rolled to = a=20 stop the Baron entered a very thick fog.=20 The first problem was that the Beechcraft=E2=80=99s two cowling-mounted l= anding=20 lights nearly blinded me in the sudden plunge into fog=E2=80=94it was like= driving a=20 car in fog with your bright headlights on. Luckily I was nearly stopped,= =20 and had the clarity of thought to immediately snap off the landing =20 lights. Now in a silky, pitch dark, I could barely see the runway lights = to=20 either side of my wingtips. I turned around, and taxied until I found th= e=20 blue glow of taxiway lights. Turning onto the taxiway, I suddenly though= t=20 about the airplanes on the ramp ahead I could not see. So I shut down the= =20 engines where I was and got out. I was meeting a friend who had seen us land. He walked out with a=20 flashlight, followed by the FBO manager. We got the airplane into the fi= rst=20 available tiedown off the runway. Strangely, as I finished securing the a= i rplane the fog completely cleared, a mounting wind swirling the moisture = back=20 into suspension. Back to Larry=E2=80=99s comments: a circling approach does not provide bet= ter =20 protection from a low-lying, dark fog than a visual traffic pattern. Eith= er=20 maneuver, however, gives the pilot time to evaluate the surface condition= s,=20 with a glow around runway and taxiway lights being the telltale sign of = =20 ground fog. If ground fog is present, reported or strongly suspected, my= =20 experience landing the Baron (and the incident that spark last week=E2=80= =99s=20 discussion) is that it=E2=80=99s time to divert to another runway in air k= nown to have =20 acceptable visibility. Overly conservative? Perhaps. But I know how=20 easily I could have lost directional control when rolling into the fog, an= d how=20 tempted after landing I was to taxi to parking when it was so very likely= =20 I would have driven right into another airplane. Thank you, Larry. What do you think? Let us hear from you at _mftsurvey@cox.net_=20 (mailto:mftsurvey@cox.net?subject=3DFLYING%20LESSONS%20Debrief&body=3DMessa= ges%20sent%20to %20FLYING%20LESSONS%20may%20be%20published%20with%20citation%20to%20the%20s= u bmitter.%20%20Please%20indicate%20if%20you%20do%20not%20wish%20an%20item%20= t o%20be%20published,%20or%20if%20you%20wish%20to%20remain%20anonymous.) _._= =20 (mailto:mftsurvey@cox.net?subject=3DJanuary%2013,%202011%20Debrief)=20 =20 ____________________________________ =E2=80=9CI'm just one of 1000s that enjoy your weekly FLYING LESSONS, and= thought=20 it time I contributed a little! Feel free to pass this on; perhaps more will do the same!!!!!=E2=80=9D - Richard Benson, Bend Oregon =20 It costs a great deal to host FLYING LESSONS Weekly. Reader donations=20 help cover the expense of keeping FLYING LESSONS online. Please support = =20 FLYING LESSONS through the secure _PayPal donations button_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3D258b23959b&e=3Dcbd1192fad) at=20 _www.mastery-flight-training.com_=20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3D8c20298de5&e=3Dcbd1192fad ) . Thank you, _generous supporters_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3Dc78bdb0102&e=3Dcbd1192fa d) . =20 ____________________________________ Share safer skies. _Forward FLYING LESSONS to a friend_=20 (http://us1.forward-to-friend1.com/forward?u=3De2fdbdf45d4eb76f70fbe0e37&id= =3D7a1588810a&e=3Dcbd11 92fad) . =20 =20 =20 ____________________________________ =20 FLYING LESSONS friend Gene Benson is offering a three-session, online=20 Human Factors ground school in January. Sessions will be recorded and =20 available for later online viewing. The course will serve as a fundraiser = to help=20 support Gene=E2=80=99s safety initiative in 2013. Learn more at=20 _www.genebenson.com_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3Df45651be04&e=3Dcbd1192fad) . =20 ____________________________________ Flying home for the holidays? Give yourself plenty of time and options.= =20 Make it home for (and back from) safely. Something to say? Let us learn from you, at _mftsurvey@cox.net_=20 (mailto:mftsurvey@cox.net?subject=3DQuestion%20of%20the%20Week&body=3DRespo= nses%20to%20th e%20Question%20of%20the%20Week%20sent%20to%20FLYING%20LESSONS%20may%20be%20= p ublished%20anonymously.%20%20Please%20indicate%20if%20you%20do%20not%20wish= % 20an%20item%20to%20be%20published,%20or%20if%20you%20wish%20to%20be%20cited= % 20as%20its%20author.) _._=20 (mailto:mftsurvey@cox.net?subject=3DQuestion%20of%20the%20Week&body=3DRespo= nses%20to%20the%20Question%20of%20the%20Week%20may%20be %20anonymously%20posted%20in%20future%20reports%20unless%20you%20specifical= l y%20request%20otherwise.%20)=20 =20 ____________________________________ Question of the Week Readers continue the discussion on What makes a good instructor? Readers= =20 respond: Maybe after initial training, it is the ones who have the ability to make= =20 you sweat! =E2=80=9CNice=E2=80=9D instructors are just that, they don't t= each you much.=20 Flying lessons costs a lot of money and the training follows you the rest= =20 of your life. In aviation a relaxed mindset and poor training can kill yo= u. Did I enjoy flying with the one nameless instructor that I remember? Not= =20 at all! I was a bundle of nerves. But the lessons taught have stayed with= =20 me until today. Like he said, "I haven't had any of my students kill=20 themselves yet, and you aren't going to be the first"! *** =20 This is an easy one. I used to put on a FAASTeam presentation on how to= =20 find and keep a good instructor. We were three Master CFI's who put the=20 presentation together. One of the presenters said he wouldn't fly with a = CFI=20 that had less than 1000 hours instruction given. My position is very clear= . =20 Your best instructor is one that truly wants you to learn. When getting my rotorcraft rating, I had an instructor with less than 300= =20 hours total time and was literally half my age. He was fantastic because= =20 he was motivated to teach me. Our lessons where never completed until he= =20 felt that I learned something, whether it be in the helicopter or on the= =20 ground.=20 If you find a CFI that truly wants to teach you, that's your guy/gal!!! The consensus continues: When it comes to superior flight instructors, =20 challenging beats chummy, and the ability to teach is independent of hours= in=20 an instructor's logbook. What do you think makes a good instructor pilot? _Let us know_=20 (mailto:mftsurvey@cox.net?subject=3DFLYING%20LESSONS:%20What%20Makes%20a%20= Good%20Instru ctor?&body=3DThis%20response%20may%20be%20published%20in%20FLYING%20LESSONS= %20 Weekly,%20but%20will%20remain%20anonymous%20unless%20you%20indicate%20you%2= 0 specifically%20wish%20to%20be%20cited. ) ! Aviation: Freedom. Choices. Responsibility. Thomas P. Turner, M.S. Aviation Safety MCFI 2010 National FAA Safety Team Representative of the Year 2008 FAA Central Region Flight Instructor of the Year I welcome your comments and suggestions. Contact=20 _mastery.flight.training@cox.net_=20 (mailto:mastery.flight.training@cox.net?subject=3DFLYING%20LESSONS%20commen= ts&body=3DEmails%20to%20FLYING%20LESSONS%20may%20be%20posted%20to%20fut ure%20reports%20and%20cited%20to%20the%20author,%20unless%20you%20specifica= l ly%20request%20otherwise.%20%20) _. _=20 (mailto:mastery.flight.training@cox.net?subject=3DFLYING%20LESSONS%20commen= ts&body=3DEmails%20to%20FLYING%20LESSONS%2 0may%20be%20posted%20to%20future%20reports%20and%20cited%20to%20the%20autho= r ,%20unless%20you%20specifically%20request%20otherwise.%20%20) If someone= =20 has forwarded this message to you and you want to have FLYING LESSONS sen= t=20 directly to you each week, you may _subscribe_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3D6c5f0294ac &e=3Dcbd1192fad) for free. =20 Holder of an ATP certificate with instructor, CFII and MEI ratings and a= =20 Masters Degree in Aviation Safety, 2010 National FAA Safety Team=20 Representative of the Year and 2008 FAA Central Region CFI of the Year, Ma= ster CFI =20 Thomas P. Turner has been Lead Instructor for Bonanza pilot training progr= am=20 at the Beechcraft factory; production test pilot for engine =20 modifications; aviation insurance underwriter; corporate pilot and safety = expert;=20 Captain in the United States Air Force; and contract course developer for= =20 Embry-Riddle Aeronautical University. He now directs the education and s= afety=20 arm of a 9300-member pilots=E2=80=99 organization. With over 3800 hours l= ogged, =20 including more than 2400 as an instructor, Tom writes, lectures and instru= cts=20 extensively from his home at THE AIR CAPITAL--Wichita, Kansas.=20 _Subscribe_=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3D38dd798501&e=3Dcbd1192fad)=20 =20 ____________________________________ For Piston Beechcraft Pilots =20 _The _=20 (http://mastery-flight-training.us1.list-manage.com/track/click?u=3De2fdbdf= 45d4eb76f70fbe0e37&id=3De0784fb84d&e=3Dcbd1192fad) _Beech Weekly Accident= =20 Update_=20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3D64270a18b2&e=3Dcbd1192fad) is now posted on the= =20 _Mastery Flight Training, Inc_=20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3Da252981d45&e=3Dcbd1192fad)=20 . website =20 ____________________________________ =20 =20 (http://mastery-flight-training.us1.list-manage2.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3De90a88b4c7&e=3Dcbd1192fad)=20 10 Tips for Avoiding Gear Up and Gear Collapse Mishaps =20 =20 There are those who have...and those who won't have a landing =20 gear-related mishap (LGRM), if they know the most common scenarios of LGRM= s, and the =20 10 techniques for avoidance. If you fly a retractable gear airplane, you= =20 need to view _Those Who Won't_=20 (http://mastery-flight-training.us1.list-manage1.com/track/click?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3Df472f1b3b2&e=3Dcbd1192fad) .=20 $25 may prevent totaling your airplane.=20 =20 ____________________________________ =20 _Share safer skies: Forward FLYING LESSONS to a friend_=20 (http://us1.forward-to-friend1.com/forward?u=3De2fdbdf45d4eb76f70fbe0e37&id= =3D7a1588810a&e=3Dcbd1192 fad) Copyright =C2=A9 2012 Mastery Flight Training, Inc., All rights = =20 reserved. You are receiving this email because you have subscribed to the free=20 Flying Lessons weekly e-newsletter from Mastery Flight Training, Inc. Our mailing address is: Mastery Flight Training, Inc. =20 =20 247 Tiffany Street Rose Hill, KS 67133 _Add us to your address book_=20 (http://mastery-flight-training.us1.list-manage.com/vcard?u=3De2fdbdf45d4eb= 76f70fbe0e37&id=3Dfe94887672)=20 _unsubscribe from this list_=20 (http://mastery-flight-training.us1.list-manage1.com/unsubscribe?u=3De2fdbd= f45d4eb76f70fbe0e37&id=3Dfe94887672&e=3Dcbd1192fad&c=3D 7a1588810a) _update subscription preferences_=20 (http://mastery-flight-training.us1.list-manage.com/profile?u=3De2fdbdf45d4= eb76f70fbe0e37&id=3Dfe94887672 &e=3Dcbd1192fad) =20 =3D --part1_a275.1ec64956.3e05c5ce_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
Jeff,
 
Now all we need is a further breakdown of "personal flying"  sinc= e=20 that category includes all experimental aircraft (itself a varied=20 conglomeration), antiques, most ancient spam cans, some new composite spam = cans,=20 etc.
 
Scott
 
PS: The other categories are all highly regulated with respect to oper= ation=20 and maintenance - including the PICs that fly those contraptions.
 
PPS:  What about accidents of corporate aircraft flying part 91 (= dead=20 heading, etc)?
 
In a message dated 12/21/2012 6:48:04 A.M. Central Standard Time,=20 vtailjeff@aol.com writes:
=
Worth reading for all.

Jeff

Sent from my iPad

Begin forwarded message:

From: Mastery Flight Training, Inc. <mastery.flight.training= @cox.net>
Date:=20 December 19, 2012 10:14:42 PM CST
To: <vtailjeff@aol.com>
Subje= ct:=20 Flying Lessons Weekly
Reply-To: Mastery Flight Trainin= g,=20 Inc. <mastery.flight.training= @cox.net>

Pe= rsonal=20 Aviation: Freedom.  Choices.=20  Responsibility.<= /H1> Read FLYING LESSONS=20 online. FLYING LESSONS= =20 Weekly FLYING=20 LESSONS uses recent aircraft mish= ap=20 reports to consider what might have contrib= uted=20 to accidents, so you can make better decisi= ons=20 if you face similar circumstances.  Ve= rify=20 all technical information before applying i= t to=20 your aircraft or operation, with manufactur= er's=20 data and recommendations taking precedence.= =20  YOU are the pilot-in-command, and are= =20 solely responsible for the decisions you=20 make.
=C2=A9 <= /EM>2012  Mastery Flight Training,=20 Inc.

This week=E2=80= =99s=20 lessons<= /DIV>
=E2=80=9CG= eneral aviation=20 is safer now than it has ever=20 been.=E2=80=9D  =E2=80=9CThe rate of f= atal accidents is=20 very low, and consistent.=E2=80=9D  = =E2=80=9CThere are=20 always going to be pilots who crash. = =20 Flying is as safe as it=E2=80=99s ever goin= g to get, and=20 there=E2=80=99s not much we can do to make = it=20 safer.=E2=80=9D  These quotes, and man= y more like=20 them, have appeared in aircraft publication= s in=20 recent months, some written by persons hold= ing=20 very prominent positions in aviation=20 safety.

Some of the data,=20 however, differs from the overall= =20 message the industry and media have portray= ed=20 for years.  Without the full picture o= f=20 crash statistics, these reports have been,= =20 unintentionally, misleading.
This is the= =20 chart we usually see (figure 1). It shows a= =20 fairly consistent rate of total GA crashes = each=20 year since 2000, and a very consistent rate= of=20 fatal events=E2=80=94a little over one fata= lity for=20 every 100,000 flying hours each year for mo= re=20 than a decade.
   = =20
 
Figure 1: GA a= ccident=20 rates per estimated 100,000 flying hours=20 (NTSB)
 <= /DIV>
What we us= ually=20 don=E2=80=99t see, however, is a b= reakdown of=20 the fatal accident rates by type of general= =20 aviation operation (figure 2). =20 Noncommercial (US Part 91) flying encompass= es a=20 lot of very different things, including=20 instructional flight, professionally flown= =20 corporate jets and turboprops, business fly= ing=20 (by pilots not employed specifically as pil= ots)=20 and the personal/recreational flying most o= f us=20 do.  The data reveal some significant= =20 differences between these categories of gen= eral=20 aviation, and some trends that the mainstre= am=20 media have missed.


<= BR>

















=

 
Figure=20 2: GA accident rates per estimated 100,000= =20 flying hours, by category=20 (NTSB)
=  
Note that= while=20 the overall GA accident rate has= =20 remained steady, as we=E2=80=99ve seen befo= re (the=20 turquoise line), the rate of corporate flyi= ng is=20 almost nil, the business flying rate has he= ld=20 low and steady, and instructional accidents= are=20 actually down per estimated 100,000 flying= =20 hours.  The rate of accidents among=20 personal flying, however, has actually=20 gone up 20% in the last=20 decade.  Have you read that= =20 recently in the aviation=20 press?
   
The= =20 chart of fatal crash rates by type= of=20 GA operation (Figure 3) shows a similar=20 pattern.  While the overall fatal rate= has=20 held very steady since 2000, corporate flyi= ng=20 fatalities are almost nil, the business fly= ing=20 record has varied but averaged low and stea= dy,=20 and the instructional fatal crash rate has= =20 trendy slightly down, the rate of fatalitie= s per=20 estimated 100,000 flying hours in personal= =20 aviation has increased about=20 25% in the last decade.


&= nbsp;
Figure 3: Fat= al GA=20 accident rates per estimated 100,000 flying= =20 hours, by category=20 (NTSB)   =

Why has p= ersonal=20 aviation become demonstrably less safe in t= he=20 past decade?  What are the=20 differences between personal flying=E2=80= =94recreational=20 and non-business aerial transportation=E2= =80=94and the=20 very similar business aviation category tha= t=20 makes personal flying=E2=80=99s record so m= uch=20 worse?

We can speculate=20 the worsening personal aviation re= cord=20 it has to do with the cost of flying and th= e=20 average age of the pilot population.  = When=20 we fly less we become less proficient; as w= e age=20 our reactions slow, and we may become more= =20 susceptible to fatigue.  This may be a= n=20 oversimplification, but certainly both thes= e=20 factors play a part in the increased crash = and=20 fatal crash rates. 

The= =20 irony is that when we can fly=20 less, we need to train=20 more.

Many FLYI= NG=20 LESSONS readers are =E2=80=9C= business=E2=80=9D=20 pilots, or fly as part of a corporate fligh= t=20 crew.  Your professional record is goo= d,=20 but even it can be better.  And even= =20 corporate and business pilots tend to do at= =20 least some personal flying.

= It=E2=80=99s=20 natural we=E2=80=99ve been complac= ent, with=20 most of the aviation media telling us the= =20 general aviation mishap rate is declining a= nd=20 the rate of fatalities very low and=20 steady.  A closer look at the statisti= cs,=20 however, reveals we=E2=80=99ve got = to do things=20 differently than we=E2=80=99ve bee= n doing them=20 if we want to continue to safely enjoy the= =20 tremendous benefits of personal=20 aviation. 

Next: =20 The leading causes of personal aviation= =20 fatalities, the differences between persona= l and=20 business flight that affect the crash recor= d,=20 and what we=E2=80=99re going to do in 2013 = to reverse=20 this awful=20 trend.

Comments? &n= bsp;Questions?=20  Tell us what=20 you think at mastery.flight.trainin= g@cox.net.
Thanks to AVEMCO Insurance f= or=20 helping bring you FLYING LESSONS= =20 Weekly.
Debrief: Readers=20 write about recent FLYING=20 LESSONS

Reader Jim Quinlin= writes=20 about the list of 15 tasks a = student=20 pilot must experience before being permitte= d to=20 solo (under U.S. rules), and a recent=20 LESSON suggesting that list serves= as a=20 good regimen for any pilot=E2=80=99s contin= uing=20 education: 

With regard to tal= es of=20 soloing after only 4 or 5 hours back in the= day,=20 it's important to understand that the curre= nt=20 political and legal climate today doesn't e= ven=20 resemble what it did back then.  For= =20 example, fifty or sixty years ago, making a= n=20 off-field landing in a field would get you = an=20 audience of curious onlookers and maybe a= =20 helping hand.  Today, depending upon= =20 location, you might be greeted by a SWAT te= am=20 or, at the very least, slapped with a lawsu= it by=20 the property owner.   At the risk= of=20 sounding cynical, these are the realities o= f=20 general aviation in the 21st=20 century.

That may indeed be= a=20 factor, Jim.  If so, it=E2=80=99s more= a reality of=20 the late 20th century=E2=80=94the regulatio= n requiring=20 exposure to 15 tasks and a written test bef= ore=20 solo went into effect in 1989.  I susp= ect=20 the litigious component was due more to ser= ious=20 crashes among very inexperienced solo pilot= s=20 leading up to the rules change, which went = into=20 effect just after I began instructing. = ; Do=20 any FLYING LESSONS  readers h= ave=20 first-handle knowledge of environment in wh= ich=20 the list of 15 presolo requirements came=20 about?

Reader Woodie Diam= ond=20 addresses last week=E2=80=99s LESSONS about=20 landing in radiation, or ground=20 fog. 

I was always told t= hat=20 ground fog acts just like a convex mirror,= =20 =E2=80=9Cthings in the mirror are closer th= an they=20 appear=E2=80=9D.  Thus a normal approa= ch leads to a=20 nasty surprise when the runway is actually= =20 closer than it appeared.  Is this not= =20 true?

I don=E2=80=99t kn= ow, Woodie, and=20 I could not find anything in the=20 literature.  Perhaps a reader better v= ersed=20 in optics will answer your question for us,= at=20 mastery.flight.tra= ining@cox.net.

Reader Ka= rl=20 Thomas continues:

Wow, right on poin= t for=20 me.  My son is moving to Del Rio [Texa= s]=20 and I flew there last Saturday evening to p= ick=20 him up and take back to Houston.  TAF = for=20 Sunday am (my original arrival time) was 30= 0ft=20 & 0.5mi in fog.  Following the TAF= for=20 the last week or so shows this to be a comm= on=20 event for the area.  We actually left = DRT=20 at midday with 700ft & 1mi visibility.= =20  Thankfully I'm IFR current and with t= he=20 excellent lighting @ DRT, I don't think it = will=20 be much of an issue, just=20 interesting!!

Thanks, Karl. = ; Light=20 twin owner and retired airline captain Larr= y=20 Olson writes:

Good page about fo= g, and=20 a great review.

I'd like more discus= sion=20 about how to "fly the fog".  Your caut= ions=20 in the article are great, and there is risk= in=20 "fog flying". However, I believe there's so= me=20 options that make it doable=E2=80=A6. to a= =20 point.
Often one has a situation where t= he=20 airport is "half or three quarters" socked = in=20 but the runway end is visible. It can be aw= kward=20 to maneuver for a landing on an IFR flight = plan,=20 especially in controlled airspace. One cann= ot=20 [request or] accept a contact approach beca= use=20 the ground visibility is probably below a m= ile.=20 However, one could accept any approach with= a=20 circle[-to-land maneuver], regardless of gr= ound=20 visibility, as long as flight visibility [w= as]=20 one mile (or what was required for the circ= le).=20 They could really be above the fog, in good= =20 visual conditions during the circle, and re= ally=20 circle until lined up with the runway where= a=20 safe landing could be made.

Of cours= e,=20 one has to consider the roll out, if it tak= es=20 one into the fog, could be very limiting. A= nd=20 your point about "glowing" runway lights ar= e a=20 good clue of reduced visibility, which we n= eed=20 to take into consideration. =20 Thoughts?

The Beechcraft Bon= anza=20 mishap that led to last week=E2=80=99s fog = LESSON=20 was a VFR-pattern arrival.  All= =20 appeared normal for the night landing until= the=20 pilot descended into the fog on final=20 approach.  Visibility went to near zer= o and=20 the pilot became disoriented and lost=20 control.

Although an IFR arrival to= =20 circling minimums, and as I presume from yo= ur=20 post, using the circling maneuver to evalua= te=20 runway conditions and, ultimately, to desce= nd=20 for landing, the foggy-weather arrival woul= d not=20 differ much when compared to the visual=20 pattern.  In either case, the fog may = be=20 invisible until the airplane enters=20 it. 

In the case where fog part= ially=20 covers the airfield, but permits landing ou= tside=20 of the fog bank=E2=80=94I=E2=80=99ve done t= hat very thing once,=20 in a turbocharged Baron at a rural New Jers= ey=20 airport just east of=20 Philadelphia.    I could not= see=20 the fog in the dark; we touched down normal= ly=20 but as I rolled to a stop the Baron entered= a=20 very thick fog. 

The first prob= lem=20 was that the Beechcraft=E2=80=99s two cowli= ng-mounted=20 landing lights nearly blinded me in the sud= den=20 plunge into fog=E2=80=94it was like driving= a car in fog=20 with your bright headlights on.  Lucki= ly I=20 was nearly stopped, and had the clarity of= =20 thought to immediately snap off the landing= =20 lights.  Now in a silky, pitch dark, I= =20 could barely see the runway lights to eithe= r=20 side of my wingtips.  I turned around,= and=20 taxied until I found the blue glow of taxiw= ay=20 lights.  Turning onto the taxiway, I= =20 suddenly thought about the airplanes on the= ramp=20 ahead I could not see.  So I shut down= the=20 engines where I was and got out.

I w= as=20 meeting a friend who had seen us land. = ; He=20 walked out with a flashlight, followed by t= he=20 FBO manager.  We got the airplane into= the=20 first available tiedown off the runway.&nbs= p;=20 Strangely, as I finished securing the airpl= ane=20 the fog completely cleared, a mounting wind= =20 swirling the moisture back into=20 suspension.

Back to Larry=E2=80=99s = comments: a=20 circling approach does not provide better= =20 protection from a low-lying, dark fog than = a=20 visual traffic pattern.  Either maneuv= er,=20 however, gives the pilot time to evaluate t= he=20 surface conditions, with a glow around runw= ay=20 and taxiway lights being the telltale sign = of=20 ground fog.  If ground fog is present,= =20 reported or strongly suspected, my experien= ce=20 landing the Baron (and the incident that sp= ark=20 last week=E2=80=99s discussion) is that it= =E2=80=99s time to=20 divert to another runway in air known to ha= ve=20 acceptable visibility.  Overly=20 conservative?  Perhaps.  But I kn= ow=20 how easily I could have lost directional co= ntrol=20 when rolling into the fog, and how tempted = after=20 landing I was to taxi to parking when it wa= s so=20 very likely I would have driven right into= =20 another airplane.

Thank you,=20 Larry.

What do you=20 think?  Let us hear from you=20 at mftsurvey@cox.n= et.
=E2=80=9CI'm just = one of 1000s=20 that enjoy your weekly FLYING LESSONS,=20 and thought it time I contributed a=20 little!
Feel free to pass this on; perha= ps=20 more will do the same!!!!!=E2=80=9D<= /SPAN>
- Richard Benson, = Bend=20 Oregon
 
It costs a great d= eal to=20 host FLYING LESSONS Weekly. = =20 Reader donations help cover the expense of= =20 keeping FLYING=20 LESSONS online.  Please = support=20 FLYING= =20 LESSONS=20 through the secure
PayPal donations button= =20 at www.mastery-flight-training= .com.
Thank=20 you, generous=20 supporters.
Share safer=20 skies.  Forward FL= YING=20 LESSONS to a=20 friend.
FLYING LESSON= S=20 friend Gene Benson is offering a=20 three-session, online Human Factors ground= =20 school in January. Sessions will be recorde= d and=20 available for later online viewing. The cou= rse=20 will serve as a fundraiser to help support= =20 Gene=E2=80=99s safety initiative in 2013.&n= bsp; Learn=20 more at www.genebenson.com.=20
Flying home for t= he=20 holidays?  Give yourself plenty of tim= e and=20 options.  Make it home for (and back f= rom)=20 safely.

Something to= =20 say?  Let us learn from yo= u,=20 at mftsurvey@cox.net.
Question = of the=20 Week

Readers continu= e the=20 discussion on What makes a good=20 instructor?  Readers=20 respond:

Maybe after i= nitial=20 training, it is the ones who have the= =20 ability to make you sweat!  = =E2=80=9CNice=E2=80=9D=20 instructors are just that, they don't teach= you=20 much. Flying lessons costs a lot o= f=20 money and the training follows you the rest= of=20 your life. In aviation a relaxed mindset an= d=20 poor training can kill you.

Did I en= joy=20 flying with the one nameless instructor tha= t I=20 remember? Not at all!  I was a bundle = of=20 nerves. But the lessons taught have stayed = with=20 me until today. Like he said, "I haven't ha= d any=20 of my students kill themselves yet, and you= =20 aren't going to be the=20 first"!
***=20

This is an eas= y one.=20 I used to put on a FAASTeam presentati= on on=20 how to find and keep a good instructor. We = were=20 three Master CFI's who put the presentation= =20 together. One of the presenters said he wou= ldn't=20 fly with a CFI that had less than 1000 hour= s=20 instruction given. My position is very clea= r.=20 Your best instructor is one that tr= uly=20 wants you to learn.

When ge= tting=20 my rotorcraft rating, I had an instructor w= ith=20 less than 300 hours total time and was lite= rally=20 half my age. He was fantastic because = he=20 was motivated to teach me. Our lessons wher= e=20 never completed until he felt that I learne= d=20 something, whether it be in the helicopter = or on=20 the ground. 
If you find a CFI that= =20 truly wants to teach you, that's your=20 guy/gal!!!

The consensus cont= inues:=20 When it comes to superior flight instructor= s,=20 challenging beats chummy, and the ability t= o=20 teach is independent of hours in an=20 instructor's logbook.

What do y= ou=20 think makes a good instructor pilot?  = Let us=20 know!



 <= /DIV>
Aviation:= =20 Freedom. Choices.=20 Responsibility.

Thomas P.= =20 Turner, M.S. Aviation Safety MCFI
2010= =20 National FAA Safety Team Representative of = the=20 Year
2008 FAA Central Region Flight=20 Instructor of the Year

I welcome you= r=20 comments and suggestions. =20 Contact = mastery.flight.= training@cox.net= .  If=20 someone has forwarded this message to you a= nd=20 you want to have FLYING=20 LESSONS sent directly to you each= =20 week, you may subscribe for free.=  =20  

Holder of an ATP certificate = with=20 instructor, CFII and MEI ratings and a Mast= ers=20 Degree in Aviation Safety, 2010 National FA= A=20 Safety Team Representative of the Year and = 2008=20 FAA Central Region CFI of the Year, Master = CFI=20 Thomas P. Turner has been Lead Instructor f= or=20 Bonanza pilot training program at the Beech= craft=20 factory; production test pilot for engine= =20 modifications; aviation insurance underwrit= er;=20 corporate pilot and safety expert; Captain = in=20 the United States Air Force; and contract c= ourse=20 developer for Embry-Riddle Aeronautical=20 University.  He now directs the educat= ion=20 and safety arm of a 9300-member pilots=E2= =80=99=20 organization.  With over 3800 hours lo= gged,=20 including more than 2400 as an instructor, = Tom=20 writes, lectures and instructs extensively = from=20 his home at THE AIR CAPITAL--Wichita,=20 Kansas. 

Subscribe
For Piston Beechc= raft=20 Pilots
The Beech=20 Weekly Accident Update is now post= ed on=20 the Mastery Flight Training, In= c.=20 website
10= Tips for=20 Avoiding Gear Up and Gear Collapse=20 Mishaps

There are those who have...= and=20 those who won't have a landin= g=20 gear-related mishap (LGRM), if the= y=20 know the most common scenarios of LGRMs, an= d the=20 10 techniques for avoidance.  If you f= ly a=20 retractable gear airplane, you need to view= Those Who Won't.=20  $25 may prevent totaling your=20 airplane. 
 
Share=20 safer skies: Forward FLYING=20 LESSONS to a friend  Copy= right =C2=A9=20 2012 Mastery Flight Training, Inc., All rig= hts=20 reserved.
You are receiving this em= ail=20 because you have subscribed to the free Fly= ing=20 Lessons weekly e-newsletter from Mastery Fl= ight=20 Training, Inc.

Our mailing= =20 address is:
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