X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 05 Sep 2008 00:47:17 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d06.mx.aol.com ([205.188.157.38] verified) by logan.com (CommuniGate Pro SMTP 5.2.7) with ESMTP id 3114230 for lml@lancaironline.net; Thu, 04 Sep 2008 11:52:41 -0400 Received: from VTAILJEFF@aol.com by imo-d06.mx.aol.com (mail_out_v38_r10.8.) id q.cf8.3f70c135 (37553) for ; Thu, 4 Sep 2008 11:52:22 -0400 (EDT) Received: from smtprly-da02.mx.aol.com (smtprly-da02.mx.aol.com [205.188.249.145]) by cia-mb03.mx.aol.com (v121_r2.11) with ESMTP id MAILCIAMB032-92b148c0043517b; Thu, 04 Sep 2008 11:52:21 -0400 Received: from Webmail-mg10 (webmail-mg10.sim.aol.com [64.12.142.158]) by smtprly-da02.mx.aol.com (v121_r2.12) with ESMTP id MAILSMTPRLYDA026-5bb748c0042ab9; Thu, 04 Sep 2008 11:52:10 -0400 X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Lancair Accidents X-Original-Date: Thu, 04 Sep 2008 11:52:10 -0400 X-MB-Message-Source: WebUI X-AOL-IP: 75.58.186.34 X-MB-Message-Type: User MIME-Version: 1.0 From: vtailjeff@aol.com Content-Type: multipart/alternative; boundary="--------MB_8CADCBD537731FC_148_1140_Webmail-mg10.sim.aol.com" X-Mailer: AOL Webmail 38575-STANDARD Received: from 75.58.186.34 by Webmail-mg10.sim.aol.com (64.12.142.158) with HTTP (WebMailUI); Thu, 04 Sep 2008 11:52:10 -0400 X-Original-Message-Id: <8CADCBD535CF81E-148-87A@Webmail-mg10.sim.aol.com> X-Spam-Flag:NO ----------MB_8CADCBD537731FC_148_1140_Webmail-mg10.sim.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" David, Please please Jeff, think of some useful concrete recommendations for our be= havior as pilots and let us know what they are=E2=80=A6=E2=80=A6=E2=80=A6..= =C2=A0 (I have already posted 3 of them.) I am trying to modify your behavior but I am not having much luck.=C2=A0You=20= think every Lancair pilot is "dead serious" about the "entire process".=C2= =A0 I disagree. Some are, some are not. I currently have an accident=C2=A0ca= se in which the Lancair pilot never got a flight review in over 20 years. De= ad serious?-- no just dead. Another gent took off from Oshkosh with a known=20= malfunctioning engine that he was urged to have fixed before he departed. He= did not. His aircraft was also out of annual (condition inspection). Dead s= erious? ---no just dead.=20 Learn from the pilots that exemplify good flying habits. Listen to them. Emu= late them.=20 Case in point. Would you put your family on an airline if you knew in advanc= e the pilot was going to buzz the airfield or do some stunt aerobatics to sh= ow off to some friends? Probably not. Why not? So why do it in your Lancair?= Because it is fun? What do you really know about low altitude flying? What=20= are the hazards, what is the risk? The Navy and Marine Corps dedicated entir= e training syllabi to low altitude flying because of the numbers of aircraft= they were losing in the low altitude environment. In the late 80's and earl= y 90's, 30% of the Navy/ Marine Corps tacair (fighter) losses were controlle= d flight into terrain (CFIT) ie. low and fast on aurthori zed training missions. Sometimes flying isn't all about having fun,showing off the toy, or impressi= ng the neighborhood. In my book it is about acting responsibly, getting to m= y destination in one piece and delivering the precious friends and family to= the destination in one piece. It ain't "Topgun". If you want to fly like Ma= verick and Goose, join the Navy --or if you want to fly in the second best f= lying organization in the world join the Air Force. Can you have fun in your= Lancair? Sure... but you don't have to put yourself and your passenger at r= isk to do it.=20 Why=C2=A0does general aviation have a high accident rate? There are many rea= sons such as training, experience, equipment, operating environment, operati= ng rules, etc. BUT if we addressed training alone you would find that the av= erage GA private pilot has only 20-30 hours of flight instruction before get= ting a private piltot certificate. A Naval Aviator, by contrast has had two=20= years minimum in training command, close to two hundred hours of flying (muc= h of it with an instructor) and=C2=A0then is sent to the boat (aircraft carr= ier) in a jet where the aviator is "day qualified." BIG difference in amount= and quality of training. Two years in classroom , in simulators or in the c= ockpit.=20 On the other hand the GA private pilot trained in the GA world with a brand=20= new ticket=C2=A0is minimally qualified to act as PIC with passengers. Why? H= e or she signs up at the local airport to learn, probably just watched John=20= & Martha King on a DV D, got some home study guide and memorized the answeres to the written test=20= and is proud they got a 75, came in one or twice a month for a flying lesson= and after two years of intermittent lessons with=C2=A0three differnet =C2= =A022 year old (300 hour) flight instructors on the way to the airlines got=20= a ticket from the local DPE. Remember what the DPE said when he issued you y= our private pilot certificate? "This is a ticket to learn."=C2=A0The brand n= ew private pilot=C2=A0can get around the pattern under ideal conditions with= out scratching the paint. Can usually get to the practice area and back with= out getting lost (if the GPS is working). The GA private pilot is trained to= minimal standards that will not change in spite of the change in technology= because the 800 pound gorilla in Frederick, MD will not allow the FAA to ch= ange it. Unfortunatley, some pilots who were trained to this standard think=20= they can fly to the military standard. Got news for you..=C2=A0they can't, a= t least not out of the box. Can you get there? Yes. It takes lot's more trai= ning and experience. My experience as a flight instructor and as an accident= investigator shows me that only about 10% of the GA pilot population takes=20= recurrent training or advanced training of any sorts--ever. Why? Most of the= m think they know all there is to flying. There is a lot more to learn.=20 For example, stalls. The successful private pilot only has to demonstrate tw= o stalls on a checkride. Power off and power on. Here is the Power off St all. Pretty basic. Want to know why many folks are afraid of stalls? Because= this is all they have ever done. And many haven't done one since they got t= heir private ticket. No accelerated stalls, cross control stalls, no upright= spins, inverted spins=C2=A0etc. in the Private PIlot syllabus. The naval av= iator gets all of this in his first 50 hours. Private Pilot Practical Test: B. TASK: POWER-OFF STALLS (ASEL and ASES) REFERENCES: FAA-H-8083-3, AC 61-67; POH/AFM. (ASEL and ASES) REFERENCES: FAA-H-8083-3, AC 61-67; POH/AFM. Objective. To determine that the applicant: 1. Exhibits knowledge of the elements related to power-off stalls. 2. Selects an entry altitude that allows the task to be completed no lower than 1,500 feet (460 meters) AGL. 3. Establishes a stabilized descent in the approach or landing configuration, as specified by the examiner. 4. Transitions smoothly from the approach or landing attitude to a pitch attitude that will induce a stall. 5. Maintains a specified heading, =C2=B110=C2=B0, in straight flight; mainta= ins a specified angle of bank not to exceed 20=C2=B0, =C2=B110=C2=B0; in turning f= light, while inducing the stall. 6. Recognizes and recovers promptly after the stall occurs by simultaneously reducing the angle of attack, increasing power to maximum allowable, and leveling the wings to return to a straightand- level flight attitude with a minimum loss of altitude appropriate for the airplane. 7. Retracts the flaps to the recommended setting; retracts the landing gear,=3D2 0if retractable, after a positive rate of climb is established. 8. Accelerates to VX or VY speed before the final flap retraction; returns to the altitude, heading, and airspeed specified by the examiner. To determine that the applicant: 1. Exhibits knowledge of the elements related to power-off stalls. 2. Selects an entry altitude that allows the task to be completed no lower than 1,500 feet (460 meters) AGL. 3. Establishes a stabilized descent in the approach or landing configuration, as specified by the examiner. 4. Transitions smoothly from the approach or landing attitude to a pitch attitude that will induce a stall. 5. Maintains a specified heading, =C2=B110=C2=B0, in straight flight; mainta= ins a specified angle of bank not to exceed 20=C2=B0, =C2=B110=C2=B0; in turning f= light, while inducing the stall. 6. Recognizes and recovers promptly after the stall occurs by simultaneously reducing the angle of attack, increasing power to maximum allowable, and leveling the wings to return to a straightand- level flight attitude with a minimum loss of altitude appropriate for the airplane. 7. Retracts the flaps to the recommended setting; retracts the landing gear, if retractable, after a positive rate of climb is established. 8. Accelerates to VX or VY speed before the final flap retraction; returns to the altitude, heading, and airspeed specified by the examiner. X or VY speed before the final flap retraction; returns to the altitude, heading, and airspeed specified by the examiner. =3DC 2 fmi see http://www.faa.gov/education_research/testing/airmen/test_standards/= pilot/media/FAA-S-8081-14A.pdf So here are my recommendations in case you missed it before: We all benefit from more training. If I had to make a list of recommendation= s to the group on how they could improve their flying skills and reduce thei= r risk of having an accident it would be this: 1. Upgrade your pilot certificate. If you have a private pilot certificate g= et a commercial certificate. If you have a commercial certificate get an ATP= . You already have the most expensive part of flight training sitting in you= r hangar. Put it to good use! The training to upgrade exposes you to so much= more. You don't have to have aspirations of flying heavy metal to benefit f= rom this upgrade training.=C2=A0=20 2. Get a new rating or certificate in something totally different. It will b= roaden you flying skills in ways you cannot imagine. I got a seaplane rating= a couple of years ago. Recently I added a glider certificate. I land "engin= e out" every time in a glider. No sweat!=20 3. Sign up for the FAA FAAST program. Take the online courses. Great new tra= ining material. Structured program. And it is free! See www.faa.safety.gov=20 4. Take a flight review once a year with=C2=A0an instructor who specializes=20= in your aircraft type. Take an IPC every six months if you fly IFR.=20 5. Enroll the services of a Master CFI. They are the country's best flight i= nstructors. see http://www.nafinet.org/mastercfi/master_lookup.html=C2=A0= =C2=A0 Do more than the min imum required by the FAR's.=20 6. And a couple of others.... take an aerobatic course. There are many excel= lent instructors that specialize in aerobatics. Take a formation flying cour= se-- and learn how to do it right. Have fun, know the hazards, and make informed decisions about the risk of fl= ying.=20 Jeff Edwards MCFI (I) ----------MB_8CADCBD537731FC_148_1140_Webmail-mg10.sim.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8" David,
= Please please Jeff, think of some useful concrete recommendations for our be= havior as pilots and let us know what they are=E2=80=A6=E2=80=A6=E2=80=A6..&= nbsp; (I have already posted 3 of them.)
I am trying to modi= fy your behavior but I am not having much luck. You think every Lancair= pilot is "dead serious" about the "entire process".  I disagree. Some=20= are, some are not. I currently have an accident case in which the Lanca= ir pilot never got a flight review in over 20 years. Dead serious?-- no just= dead. Another gent took off from Oshkosh with a known malfunctioning engine= that he was urged to have fixed before he departed. He did not. His aircraf= t was also out of annual (condition inspection). Dead serious? ---no just de= ad.

Learn from the pilots that exemplify good flying habits. Listen to them. Emu= late them.

Case in point. Would you put your family on an airline if you knew in advanc= e the pilot was going to buzz the airfield or do some stunt aerobatics to sh= ow off to some friends? Probably not. Why not? So why do it in your Lancair?= Because it is fun? What do you really know about low altitude flying? What=20= are the hazards, what is the risk? The Navy20and Marine Corps dedicated enti= re training syllabi to low altitude flying because of the numbers of aircraf= t they were losing in the low altitude environment. In the late 80's and ear= ly 90's, 30% of the Navy/ Marine Corps tacair (fighter) losses were controll= ed flight into terrain (CFIT) ie. low and fast on aurthorized training missi= ons.

Sometimes flying isn't all about having fun,showing off the toy, or impressi= ng the neighborhood. In my book it is about acting responsibly, getting to m= y destination in one piece and delivering the precious friends and family to= the destination in one piece. It ain't "Topgun". If you want to fly like Ma= verick and Goose, join the Navy --or if you want to fly in the second best f= lying organization in the world join the Air Force. Can you have fun in your= Lancair? Sure... but you don't have to put yourself and your passenger at r= isk to do it.

Why does general aviation have a high accident rate? There are many rea= sons such as training, experience, equipment, operating environment, operati= ng rules, etc. BUT if we addressed training alone you would find that the av= erage GA private pilot has only 20-30 hours of flight instruction before get= ting a private piltot certificate. A Naval Aviator, by contrast has had two=20= years minimum in training command, close to two hundred hours of flying (muc= h of it with an instructor) and then is sent to the boat (aircraft carr= ier) in a jet where the aviator is "day qualified." BIG difference in amount= and quality of tr aining. Two years in classroom , in simulators or in the cockpit.

On the other hand the GA private pilot trained in the GA world with a brand=20= new ticket is minimally qualified to act as PIC with passengers. Why? H= e or she signs up at the local airport to learn, probably just watched John=20= & Martha King on a DVD, got some home study guide and memorized the answ= eres to the written test and is proud they got a 75, came in one or twice a=20= month for a flying lesson and after two years of intermittent lessons with&n= bsp;three differnet  22 year old (300 hour) flight instructors on the w= ay to the airlines got a ticket from the local DPE. Remember what the DPE sa= id when he issued you your private pilot certificate? "This is a ticket to l= earn." The brand new private pilot can get around the pattern unde= r ideal conditions without scratching the paint. Can usually get to the prac= tice area and back without getting lost (if the GPS is working). The GA priv= ate pilot is trained to minimal standards that will not change in spite of t= he change in technology because the 800 pound gorilla in Frederick, MD will=20= not allow the FAA to change it. Unfortunatley, some pilots who were trained=20= to this standard think they can fly to the military standard. Got news for y= ou.. they can't, at least not out of the box. Can you get there? Yes. I= t takes lot's more training and experience. My experience as a flight instru= ctor and as an accident investigator shows me that only about 10% of20the GA= pilot population takes recurrent training or advanced training of any sorts= --ever. Why? Most of them think they know all there is to flying. There is a= lot more to learn.

For example, stalls. The successful private pilot only has to demonstrate tw= o stalls on a checkride. Power off and power on. Here is the Power off Stall= . Pretty basic. Want to know why many folks are afraid of stalls? Because th= is is all they have ever done. And many haven't done one since they got thei= r private ticket. No accelerated stalls, cross control stalls, no upright sp= ins, inverted spins etc. in the Private PIlot syllabus. The naval aviat= or gets all of this in his first 50 hours.

Private Pilot Practical Test:

B. TASK: POWER-OFF STALLS (ASEL and A= SES)
REFERENCES: FAA-H-8083-3, AC 61-67; POH/AFM.
Objective. To deter= mine that the applicant:
1. Exhibits knowledge of the elements related to power-off= stalls.
2. Selects an entry altitude that allows the task to be co= mpleted no
lower than 1,500 feet (460 meters) AGL.
3. Establishes a stabilized descent in the approach or lan= ding
configuration, as specified by the examiner.
4. Transitions smoothly from the=20 approach or landing attitude to a pitch
attitude that will induce a stall.
5. Maintains a specified heading, =C2=B110=C2=B0, in strai= ght flight; maintains a
specified angle of bank not to exceed 20=C2=B0, =C2=B110= =C2=B0; in turning flight,
while inducing the stall.
6. Recognizes and recovers promptly after the stall occurs= by
simultaneously reducing the angle of attack, increasing po= wer to
maximum allowable, and leveling the wings to return to a s= traightand-
level flight attitude with a minimum loss of altitude appr= opriate
for the airplane.
7. Retracts the flaps to the recommended setting; retracts= the landing
gear, if retractable, after a positive rate of climb is es= tablished.
8. Accelerates to VX or VY speed before the final flap retraction; ret= urns
to the altitude, heading, and airspeed specified by the examiner.

 
fmi see http://www.faa.gov/education_rese= arch/testing/airmen/test_standards/pilot/media/FAA-S-8081-14A.pdf


So here are my recommendations in case you missed it before:
=3D0 A
We all benefit from more training. If I had to make a list of recommendation= s to the group on how they could improve their flying skills and reduce thei= r risk of having an accident it would be this:

1. Upgrade your pilot certificate. If you have a private pilot certificate g= et a commercial certificate. If you have a commercial certificate get an ATP= . You already have the most expensive part of flight training sitting in you= r hangar. Put it to good use! The training to upgrade exposes you to so much= more. You don't have to have aspirations of flying heavy metal to benefit f= rom this upgrade training. 

2. Get a new rating or certificate in something totally different. It will b= roaden you flying skills in ways you cannot imagine. I got a seaplane rating= a couple of years ago. Recently I added a glider certificate. I land "engin= e out" every time in a glider. No sweat!

3. Sign up for the FAA FAAST program. Take the online courses. Great new tra= ining material. Structured program. And it is free! See www.faa.safety.gov

4. Take a flight review once a year with an instructor who specializes=20= in your aircraft type. Take an IPC every six months if you fly IFR.

5. Enroll the services of a Master CFI. They are the country's best flight i= nstructors. see http:/= /www.nafinet.org/mastercfi/master_lookup.html   Do more than the min imum required by= the FAR's.

6. And a couple of others.... take an aerobatic course. There are many excel= lent instructors that specialize in aerobatics. Take a formation flying cour= se-- and learn how to do it right.

Have fun, know the hazards, and make informed decisions about the risk of fl= ying.

Jeff Edwards
MCFI (I)



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