From: robg@Apple.COM (Rob Griffiths)
Newsgroups: rec.aviation.misc
Subject: Flying defensively...
Date: 8 Jan 93 17:35:12 GMT
Organization: Apple Computer Inc., Cupertino, CA

When I was learning to drive, "drive defensively" was pounded into me
continuously.  That is, always assume something is out to get you, and
be prepared for it.

It seems that some people would do well to follow a similar credo in their
flying.  The current Aviation Safety reports on 35 accidents between
October 1 and October 10.  The number is fairly normal, maybe a little
higher than usual, but this batch includes some extremely interesting
examples...I've rewritten a few of them here, to illustrate some
points about "defensive flying" tactics.

(Please note that I am not attempting to pass judgement on any of these
pilots or their actions.  There is simply not enough detail in the accident
reports to understand the full situation.  However, when read at face value,
they provide some good examples of things to avoid in our flying...)

    - A Bellanca Super Viking crashed in mountainous terrain, after
      descending vertically out of an overcast.  The pilot and
      both passengers were killed.  The pilot was not instrument rated,
      and there is no record of his/her asking for a weather briefing.
      Icing conditions and turbulence were forecast along the route.

    - A Cherokee Six crashed during night VFR flight in IMC.  The 
      non-instrument-rated pilot and his passenger were killed.

Why not get a weather briefing?  It doesn't take long.  Why fly in IMC
without the instrument rating?  Especially with passengers.  When I was
VFR-only, I paid very close attention to the cloud cover portion of the
weather briefings.  And I really listen when it's a night flight, as the
clouds can be much harder to detect.

    - A C172 was damaged (pilot OK) when the pilot overshot the approach
      after the "sun got in his eyes."  The plane landed long, and ran
      into a tree.

I've actually had this happen once.  It's fairly scary.  I began a go
around, and after cleaning up the airplane, focused most of my attention
on the instruments to maintain heading and climb rate until I could see
outside again.  Why attempt a landing if you can't see anything?

    - A C150 made several low passes over a building before striking a
      telephone pole and crashing into another building.  The pilot and
      passenger suffered minor injuries.

    - A Glasair III crashed, seriously injuring the pilot, after striking
      wires during cruise flight.

These may not be similar accidents (not enough detail on the Glasair mishap),
but it appears that low flying was a direct cause.  For the most part, the
FAA rules regarding safe altitudes are good ones - why do people insist
on buzzing people and structures?  I give a great amount of leeway to 
buildings, wires, towers, and other structures, as they are generally much
stronger than my aircraft.

    - A C152 was damaged after a forced landing.  The flight instructor
      simulated an engine failure by pulling the mixture, and was unable
      to restart the engine.

Fairly basic stuff here.  I've never flown with an instructor who pulled
the mixture, and I hope I never do.  The throttle will provide ample engine
out practice.  Reduce it to idle (over a few minutes), and then occasionally
clear it during the practice!  OK, possible exceptions to the mixture rule
for twin training, but I haven't started that yet...

    - An Aero Commander 680 crashed after the pilot lost control during
      takeoff.  He was killed, and his passenger was seriously injured.
      The pilot had traded a Cherokee 140 for the Commander.  The pilot
      did not have a multi-engine rating, had never flown a Commander
      before, and did not preflight the aircraft before takeoff.  The
      plane had been flown once in the last ten years.

No comment on this one.  Geez.

    - A Pitts S-1 hit the ground during an intentional spin that was started
      at 1,500' AGL.  The pilot suffered serious injuries.

    - A Steen Skybolt spun and crashed after takeoff, killing both people
      aboard.  The pilot was performing his third snap roll at 800' when
      the empennage "moved to the right" and the plane entered an inverted
      spin.

Aerobatics can be challenging, fun, and safe, if peformed properly.  FAA
waivers are needed for low-level aerobatics, for a good reason.  The ground
is another one of those objects that is much tougher than the average
airplane!  When I start aerobatic work (soon, I hope), I intend to fly
within the limits of the airplane, myself, AND the regulations...

And finally, an old favorite:

    - A homebuilt SE-5A replica was damaged, and the pilot seriously
      injured, after losing power enroute.  The NTSB report noted that
      there was no fuel in the tanks, and little evidence of a spill on
      the ground.

The prop keeps the plane flying.  The engine turns the prop.  Gasoline
keeps the engine running.  Without gasoline, you've got a big heavy glider
with a fairly bad glide ratio.  I don't like even having an hour's reserve
at the end of a flight - I'm much happier with an hour-and-a-half or two
in reserve.

Of the 35 accidents reported this month, I count about 13 that >>appear<<
to have been easily avoidable.  If we are to improve the public's perception
of general aviation safety, it's these avoidable events we need to, um,
avoid! :-)

Fly safe!

-rob.
-- 
Rob Griffiths    "And the future will be better tomorrow" - Dan Quayle
robg@apple.com   PP-ASEL-IA, looking for clouds .... B52s/REM/Erasure!
Newsgroups: rec.aviation.misc