May 2005
Overhauling FSS
Subscribers Only The FAA is turning over its Flight Service Station network to a private company. What’s the plan, and how will this impact safety?
Finessing The Flare
Subscribers Only This final maneuver of every flight can reveal the smallest flaws. But a little planning and lots of practice can make every landing a “greaser.”
Your POH Is Lying
Subscribers Only Precise flying is a numbers game. But can you really trust the numbers and other information in your Pilot’s Operating Handbook?
Dynamic Stability
Subscribers Only An airplane’s dynamic stability can have a major impact on whether it makes a good instrument platform. Here’s how you can measure yours.
The Careful Pilot
Subscribers Only Exercising care in your flying involves more than just setting personal limits or adhering to the FARs. Being a careful pilot should be a frame of mind.
February 12, 2005, Marion, Miss. / Twente Pitts Model 12
Subscribers Only At about 1530 Central time, the airplane was destroyed after colliding with terrain while maneuvering. The Commercial pilot and passenger received fatal injuries. Visual conditions prevailed. Witnesses reported the the pilot had been doing aerobatics. One witness said the airplane pulled out of a loop, rolled abruptly left, and then dove into the ground....
February 10, 2005, Indianapolis, Ind. / Gulfstream American 690C
Subscribers Only The airplane was substantially damaged during a runway excursion while landing at 1446 Eastern time. Visual conditions prevailed; there were no injuries. The pilot later reported a right crosswind during approach and landing. He stated the landing was normal, on centerline and that touchdown was at the 1000-foot runway markings. As the nose lowered the “aircraft veered sharply to the left.” He reportedly held “full right rudder and right aileron” but the aircraft did not respond. The aircraft departed the left side of the runway, struck a runway light and came to rest in the muddy grass area next to the runway pavement. A post-accident inspection did not reveal any anomalies with the nose wh...
February 8, 2005, Concord, N.C. / Piper PA-32-300
Subscribers Only At 1812 Eastern time, the airplane descended into a rock quarry while maneuvering for a forced landing. Visual conditions prevailed; the pilot reported minor injuries, and the airplane was substantially damaged. According to the pilot, at an attitude of approximately 2000 feet, and five miles out from Runway 20, the engine began to lose power. The pilot switched from the left main fuel tank to the right one. Engine power was regained for a brief moment and then started to decrease again. The pilot switched from the right main tank to the auxiliary tip tanks, and noted no increase in engine power....
February 9, 2005, Port Alsworth, Alaska / Cessna U206
Subscribers Only The wheel-equipped airplane sustained substantial damage when it collided with the ice-covered surface of Lake Clark and sank at about 1110 Alaska time. The Commercial pilot and one passenger sustained minor injuries; the remaining three passengers received fatal injuries. Instrument conditions prevailed at the accident site. The accident pilot later reported there were no mechanical problems with the airplane. He related he was flying low, a few hundred feet above the lake in blowing snow and whiteout conditions, when the airplane collided with the surface of the lake. The accident airplane sank in water estimated at 800 feet deep....
February 6, 2005, Norden, Calif. / Cirrus Design Corp SR22 G2
Subscribers Only At about 1820 Pacific time, the airplane impacted mountainous terrain after encountering icing conditions. The Private pilot, the sole occupant, sustained fatal injuries; the airplane was destroyed. Instrument conditions prevailed at the airplane’s cruise altitude and an IFR flight plan had been filed. After taking off from Reno, Nev., the airplane climbed to a Mode-C altitude of 16,100 feet msl. The target leveled off and maintained 16,100 feet msl for about three minutes, 40 seconds. Radar data showed that the target initiated a climb and attained 16,700 feet msl. The last 12 seconds of recorded radar data indicated that the target was in a descent. Radar contact was lost at 18:17:29, at a...
February 5, 2005, Norwich, N.Y. / Beech V35B
Subscribers Only The Bonanza was destroyed at about 1242 Eastern time when it impacted terrain while its pilot was attempting to execute a forced landing. The Private pilot was fatally injured; visual conditions prevailed. A witness reported no engine anomalies and plenty of fuel aboard the airplane. Local weather was “beautiful”: wind calm, sky clear, and no visible moisture. Other witnesses reported that while the airplane was on the downwind leg, the engine started running “rough,” and it appeared the pilot may have been maneuvering to land on a road. One witness stated that when the airplane was approximately 90 feet agl, it did a “half a barrel roll” before impacting the ground. According to maintenance...
February 5, 2005, Minneapolis, Minn. / Robinson R44
Subscribers Only At 1700 Central time, the helicopter collided with terrain following a loss of control while maneuvering and was substantially damaged. The Commercial pilot and two passengers were not injured. The pilot reported he was landing on a cart when the accident occurred. He reported the helicopter touched down, and he was attempting to raise the helicopter to center it on the cart, when a gust of wind caused the helicopter to roll to the right. The right skid contacted the ground and the helicopter came to rest on its right side. The pilot stated the cart is approximately six to eight inches high. He also stated that when the helicopter is centered on the cart there is approximately one foot of cl...
February 4, 2005, Niles, Mich. / Beech BE-58
Subscribers Only The airplane was destroyed when it departed from cruise flight at 0920 Eastern time and impacted terrain. The Commercial pilot and three passengers received fatal injuries. The flight departed Sheboygan, Wis., at 0738 and was en route to Lebanon, Ohio. Ground fog was present in the area of the accident site; however, the airplane was in visual conditions on an IFR flight plan at its cruise altitude. Radar track data indicate that, at 0919:42, the airplane was on a heading of 135 degrees at 7000 feet msl. At 1419:47, radar data indicate the airplane at 6900 feet msl, and descending. At 1420:02, the airplane was at 3400 feet msl. No further radar contact with the airplane was recorded. At 0920...
February 3, 2005, Alexandria, La. / Ercoupe 415-C
Subscribers Only At 1610 Central time, the airplane was destroyed upon impacting terrain following a loss of control in the airport traffic pattern. The Commercial pilot, sole occupant of the airplane, was fatally injured. Visual conditions prevailed. The flight originated near Pascagoula, Miss. A witness who was located on the airport reported that he observed the airplane fly steadily over a tree line, with no erratic movements. As the airplane descended to an altitude of approximately 200 feet, the airplane “went into an approximate 20 degree nose-down attitude” and impacted the terrain....
February 1, 2005, Berrien Springs, Mich. / Cessna 172RG
Subscribers Only Neither the Private pilot receiving instruction nor his CFI were injured during a hard landing at about 0850 Eastern time. The airplane sustained substantial damage, following a simulated loss of engine power during takeoff and subsequent emergency landing after takeoff. The pilot’s accident report stated, in part: “I taxied onto the runway, aligned the aircraft with the center line ... as airspeed increased with our ground roll, I rotated the aircraft at 60 KIAS. To simulate an engine failure, the CFI reduced the throttle. I lowered the nose [and attempted] to flare the aircraft before contact with the runway. Subsequently, a hard landing was made, and the aircraft stopped.”...
February 1, 2005, Shallotte, N.C. / Cessna T210M
Subscribers Only At 1857 Eastern time, the airplane collided with trees and power lines in the vicinity of Shallotte, N.C., while maneuvering during a forced landing. Visual conditions prevailed. The airplane was destroyed, and there was a posr-crash fire. The Private pilot reported minor injuries; the Private pilot-rated passenger was fatally injured. The flight originated from Atlantic City, New Jersey, on February 1, 2005, at 1615. The airplane had been in cruise flight at 3000 feet, receiving flight following from ATC, when engine power decreased to idle. As the pilot was making a “Mayday” call, he lost sight of a highway on which he planned to land. He made a steep turn to the left, reacquired the high...
Stacking The Deck: Accident Probe 05/05
Subscribers Only A rusty pilot attempts to ferry a twin with fuel-system and propeller problems.
Squawk Box: 05/05
Subscribers Only Piper PA18 Tail Wheel Spring Assembly On the landing roll-out, the aircraft drifted to the left and went into soft ground, coming to rest on its nose. Subsequent inspection found the r/h tailwheel-link assembly to have a partially straightened link (p/n 472681), causing the assembly failure. Part Total Time: Unknown. Piper PA24 Leaking Landing Gear Strut Type 5606 hydraulic fluid was found leaking from the right main landing gear strut housing (p/n 27053-01). Inspection found the 4130 steel gear door attachment had created dissimilar metal corrosion, which was the probable cause for the pinhole leak. The mechanic recommends periodic removal and inspection...
Night Ice: Learning Experiences 05/05
Subscribers Only It was Thanksgiving week, a few years ago. The plan was to fly our Piper Arrow from Bowling Green, Ky., (BWG) to Atlanta’s Dekalb-Peachtree (PDK) to pick up a friend, then to Gatlinburg, Tenn., (GKT) for two others, and return home. It seemed like a neat little plan, easily done using a well-mantained, trusted and reliable airplane. The forecast was for light rain all day, with temperatures dropping to 33 degrees F after overnight; ceilings around 800 feet. My plan was to be back home by 1800 local, well before the cold front was supposed to move in. I filed for PDK at 7000 feet and took off at 1300 local in light rain. I was on the gauges the whole way, with a 15-knot headwind. Checki...
NTSB Preliminary Reports
Subscribers Only February 1, 2005, Shallotte, N.C. Cessna T210M At 1857 Eastern time, the airplane collided with trees and power lines in the vicinity of Shallotte, N.C., while maneuvering during a forced landing. Visual conditions prevailed. The airplane was destroyed, and there was a posr-crash fire. The Private pilot reported minor injuries; the Private pilot-rated passenger was fatally injured. The flight originated from Atlantic City, New Jersey, on February 1, 2005, at 1615. The airplane had been in cruise flight at 3000 feet, receiving flight following from ATC, when engine power decreased to idle. As the pilot was making a “Mayday” call, he lost sight of a highway on which he plan...
Unicom: 05/05
Stuck On Top I just read “Stuck On Top” (February 2005) and wanted to add the importance of taking as much fuel as possible (as long as weight is not a problem) whenever flying, no matter how short or long the flight. This gives more options in case you get stuck. Also related to this is properly leaning the fuel mixture, which will increase your range. Alan Lawrence Via e-mail ---------- “Reckless Stupidity” In my view, Mr. Stephens’ self-described misadventure (“Stuck On Top,” February 2005) is one of the most egregious examples of reckless stupidity, pride and selfishness I have ever heard of. I am completely puzzled at your positive comments concer...
Coordinated Flight: Editor’s Log 05/05
One of the things about aviation that never ceases to amaze is the professionalism with which most participants try to treat each other. There are always exceptions, of course, but most people involved in this industry seem to enjoy themselves and work hard to do their jobs well and help others. Until a recent flight in the Washington, D.C., area where I base, I would have put the men and women of ATC in that category. The bubble burst for me one clear, windy Saturday in February. I base my Debonair at the Manassas, Va., airport (HEF), a towered facility nestled completely within the Washington Air Defense Identification Zone (ADIZ). I’ve been flying from HEF since 1978, and I’ve watched...