X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml Date: Wed, 15 Nov 2006 11:30:19 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d23.mx.aol.com ([205.188.139.137] verified) by logan.com (CommuniGate Pro SMTP 5.1.2) with ESMTP id 1568134 for lml@lancaironline.net; Wed, 15 Nov 2006 09:20:42 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.139.137; envelope-from=MikeEasley@aol.com Received: from MikeEasley@aol.com by imo-d23.mx.aol.com (mail_out_v38_r7.6.) id q.be3.57f0889 (30740) for ; Wed, 15 Nov 2006 09:20:14 -0500 (EST) From: MikeEasley@aol.com X-Original-Message-ID: X-Original-Date: Wed, 15 Nov 2006 09:20:14 EST Subject: Re: [LML] Re: Lancair down in Georgia X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1163600414" X-Mailer: 9.0 Security Edition for Windows sub 5330 X-Spam-Flag: NO -------------------------------1163600414 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit My last comments on Dalton, GA. Statistically 7 out of 8 general aviation fatal accidents are caused by the pilot not the airplane. So it's reasonable to think "pilot" not "airplane" when we hear about an accident. And 7 out of 8 times we'll be right. To be honest, the last 1/8th are often attributed to poor maintenance, most of the time that's us too. I initially reported things like weather at time of the crash, how close he was to Dalton, etc. Those, as best as I can tell, are facts. I avoided any judgements. If I sounded judgmental, it was not my intention. The magazine articles like "Aftermath" and others are published not to assign blame, but to help other pilots learn. I've always been a fan of reading about other's mistakes. I think it makes me a better pilot. I think it's important to separate the engine failure from the fatal crash. I personally think the cause of the engine failure is less important than the events that took place after things got quiet. I think we may all agree (doesn't happen often on the LML) that given the proper training an engine failure directly over an airport, even with the 4,200 ft. ceiling, had at least a high potential of ending with an emergency landing, not a fatality. Mike Easley Colorado Springs -------------------------------1163600414 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

My last comments on Dalton, GA.

Statistically 7 out of 8 general aviation fatal accidents are caused by= the=20 pilot not the airplane. So it's reasonable to think "pilot" not "airpl= ane"=20 when we hear about an accident. And 7 out of 8 times we'll be right.&n= bsp;=20 To be honest, the last 1/8th are often attributed to poor maintenance, most=20= of=20 the time that's us too.

I initially reported things like weather at time of the crash, how clos= e he=20 was to Dalton, etc. Those, as best as I can tell, are facts. I=20 avoided any judgements. If I sounded judgmental, it was not my=20 intention.

The magazine articles like "Aftermath" and others are published not to=20 assign blame, but to help other pilots learn. I've always been a fan o= f=20 reading about other's mistakes. I think it makes me a better pilot.

I think it's important to separate the engine failure from the fatal=20 crash. I personally think the cause of the engine failure is less=20 important than the events that took place after things got quiet.

I think we may all agree (doesn't happen often on the LML) that given t= he=20 proper training an engine failure directly over an airport, even with the 4,= 200=20 ft. ceiling, had at least a high potential of ending with an=20 emergency landing, not a fatality.

Mike Easley

Colorado Springs

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