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Date: Sun, 23 Jul 2006 15:01:27 -0400
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From: "terrence o'neill" <troneill@charter.net>
References: <list-1312388@logan.com>
Subject: Re: [LML] Re: response to Terrence O'Neill's posting...
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Hi, Ed.

Did youo get in on the start of this thread?
That was where I came in, to comment that we should not blame pilots for 
every mishap, but that sometimes it was the design of the airplane that was 
at fault.
I have personally designed, built, and flight tested three original designs, 
and also modified to make safe the Mitchell B-10 flyign wing, nad a 
Dragonfly tandem wing.
Ed, I also founded and personally designed and rand a type certifiction 
program for a 6-seat light plane, and was complimented by the FAA Central 
Region for successsfully obtaining a Provisional Type Certificate, A19CE.
I keep tryping to tell pilots who are not airplane designers that they 
should coonsider improving the ploane, and not blame themselves all the 
time, and that they should use AOAs for more safety.
I have been published many times in Kitplanes on safety issues.
Like you, I was Navy trained, starting in SNJs in 1953, and carrier 
quialified  in them before the program went to Beechcrafts.
I trained in nav in P4Y-2s at Hutchinson and then instrument trained in P2Vs 
in 1954, and flew my active duty in Patron Four, in which I qualified as a 
PPC, and as ECM Officer during deployment to Iwakuni in ComFairPac 1955 got 
our squadron awarded a trip around Australia, enroute back to Whidbey 
Island.
I'm impressed by and respect your experience.
But you are taking offense where none was intended; I was only defending 
myself from Jeff's (like you) taking personally some comments about pilots 
being blamed, where I was trying to explain that it was the designer and the 
FAA at fault.
The comment about the FAA 'b aby-sitting' the airliners was not directed at 
the pilots, but at the fact that you have this extra protection and GenAv 
pilots in the safety statistics do not ... but still maintain a good safety 
level.
I suggest you try to be more objective, and get in on the discussion from 
the start.
I think pilots are very well trained, and the FAA overdoes it to the extent 
that a lot of my pilot-friends have stopped flying because of the cost and 
regulation.
Do you think you can handle that point of view?
What did you train in?
Most of my pre-flight class went single-engine,and I always regretted that I 
didn't, because I thought I could have qualified for jets...

I've been doing airplane design since before college and aero-engineering; 
and was a charter member of NASAD, the national sport aircraft designers 
ass'n, along with Whitman, Bede, Rutan, Pazmany, Schreder, and those guys.
I've met a lot of pilots who have lots of hours who still do not understand 
that AOAs are the most basic flight instrument, after the horizon, and do 
not understand that airplanes still can be made a lot safer ... by modifying 
them to improve their high AOA.stability moments.

I hope these comments cool your defensive ardor, and that you re-read my 
earlier posts on this thread.
I envy your hours in the air.   I've probably spent as many in  the shop or 
hangar, trying to m ake airplanes safer.
Best,
Terrence O'Neill
L235/320
N211AL
FAA Commercial, SMEL, Instrument, CFI
Restored and showed the ast Waco tail-prop Aristocraft; designed,built and 
flightt ested the Winner, Jake, Magnum-V8 Pickup; modified the Mitchell B-10 
and Dragonfly; assisted sons building 5 EZ Risers; designed and have flown 
AOAs on my a/c since 1964, and sold more than 130 to 'enlightened' pilots. 
Researched 800 experimental and GenAv stall-spin accidents for an article in 
Kitplanes, and recommended AOAs, addign that the Navy adopted them in 1956 
and cut accident to half, the first year.


----- Original Message ----- 
From: "Marvin Kaye" <marv@lancaironline.net>
To: "Lancair Mailing List" <lml@lancaironline.net>
Sent: Sunday, July 23, 2006 12:11 AM
Subject: [LML] Re: response to Terrence O'Neill's posting...


>
>
> Posted for "Ed Kary" <captainboris@bellsouth.net>:
>
>  Dear Terrence,
>  Regarding your comments in reply to Jeff's e-mail:
>  I found your comments fairly uninformed in response to Jeff Edwards' well
> thought out e-mail that brought up a trememdous amount of valid safety 
> points.
>  I am confident of Jeff's adroitness with safety statistics; this is his
> "bread and butter".
>  Specifically, as to your comment about "airline piklots" (sic) being
> "baby-sat from taxi clearance to shut down", I take exception and I find 
> your
> comment way out of line.
>  If you think that I need to be baby sat, I wish I could invite you on one 
> of
> my typical trans-Pacific or inter-Asia flights to observe and see for 
> yourself
> from my cockpit jump seat just how demanding the job is and why my 
> experience
> and safety training come into play on a daily basis. I don't know what you
> base this comment on, unless you were a Part 121 Captain yourself who 
> actually
> needed to be "baby-sat" as you conducted your duties.
>  Perhaps instead of picking apart another individuals comments about low
> flight time pilot error and it's relationship to possible causal factors 
> of
> high performance aircraft mishaps, you might instead take a healthy dose 
> of
> humility and attempt to learn something that just might save your own 
> bacon
> someday in your modified experimental aircraft.
>  Regards,
>  Ed Kary, Captain, Part 121, ratings: ATP, CFI, CFII
>  Type Ratings: 757, 767, 747, DC-10, A-330
>  Total Flight time: over 20,000 hrs
> Former US Naval Aviator: single-seat carrier aviator; over 3000 hrs; 678
> carrier landings (138 night)
>  Proud builder: IV-P (~65%)
>
> --
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>