Subscribers Only During an annual inspection, the right ruddervator trim control cable was found routed incorrectly and cutting through the right ruddervator control tube approximately 75 percent. The tube also had signs of a crack originating from the damaged section of the tube (cut area), and had begun to bend as a result of weakening. There were no maintenance entries noted in the logbook to determine when this may have occurred.
Subscribers Only Our primary training accomplishes many things. It helps us explore the many things we need to know to safely operate an aircraft, gives us the opportunity to develop previously unknown skills and teaches us how to perform simple tasks. By the time we earn a pilot certificate, many abnormal or emergency situations should be second nature, something I learned the hard way.
Subscribers Only The airplane was substantially damaged at 1111 Eastern time when it crashed in a parking lot and struck a parked vehicle. Visual conditions prevailed. The commercial pilot was fatally injured. On its second attempt to pick up a banner, the airplane picked up the banner and began climbing. At approximately 300 feet agl, the banner was released, the airplane turned left in an approximate 60-degree bank and then began to spin to the right, descended and impacted the ground and a parked vehicle.
Subscribers Only At 1406 Eastern time, the airplane collided with the ground while attempting to return to the departure airport. The airplane was substantially damaged; a post-crash fire ensued. Visual conditions prevailed. The solo private pilot died. Shortly after takeoff, the pilot reported a loss of engine power on the left engine.
Subscribers Only The airplane was substantially damaged at about 1155 Eastern time, when it impacted the ground while maneuvering. The pilot was performing aerobatics for a re-issuance of his unlimited aerobatic competency card. The pilot, who was the sole occupant, was fatally injured. Visual conditions prevailed.
Subscribers Only At about 1005 Eastern time, the airplane collided with terrain following an in-flight loss of aircraft control. Visual conditions prevailed; an IFR flight plan was in effect. The airplane sustained substantial damage. The instrument-rated private pilot and four passengers were fatally injured. The flight originated at 0950. While flying at 17,000 feet msl, the pilot reported he was in icing conditions.
Subscribers Only The airplane impacted terrain at approximately 0145 Central time while flying an ILS approach. The commercial pilot was fatally injured and the flight instructor and pilot-rated passenger were both seriously injured. Instrument conditions prevailed for the flight, which was being operated on an IFR flight plan. According to an initial statement from the surviving pilot-rated passenger, the flight was uneventful until the airplane descended on the ILS. The passenger reported that the airplane then entered a fog bank.
Subscribers Only At about 2150 Central time, the airplane collided with terrain following an in-flight breakup. The instrument-rated private pilot and four passengers were fatally injured. Instrument conditions prevailed and an IFR flight plan had been filed. Review of ATC recordings revealed the pilot was diverting around an area of thunderstorms at the time of the accident. The pilot last reported that he was in bad weather and was going to try to get out of it.
Subscribers Only The airplane crashed during a forced landing following a loss of engine power at about 1330 Eastern time. The airplane received substantial damage and the non-certificated pilot/owner was seriously injured. Visual conditions prevailed. According to witnesses, the airplane was maneuvering at tree-top level towards an open field when the engine stopped producing power. The airplane then descended at a steep angle before it collided with terrain, nosed over and came to rest inverted.
Subscribers Only At about 0954 Mountain time, the airplane experienced a loss of control and descended into a residential neighborhood. At the time, the airplane was on short final for landing. The private pilot was fatally injured; the passenger was seriously injured. The airplane was consumed by a post-impact fire. Visual conditions prevailed.
Subscribers Only The airplane was substantially damaged at about 1316 Pacific time when it impacted terrain while maneuvering. The solo commercial pilot sustained fatal injuries. Visual conditions prevailed. Multiple witnesses observed the accident airplane flying northbound over their position at about 130 feet agl. The witnesses observed the airplane initiate a right turn to the east before performing several barrel rolls. The airplane turned west and performed a loop. Subsequently, the airplane impacted terrain during the maneuver.
Subscribers Only At about 1258 Mountain time, the airplane collided with terrain shortly after the pilot reported a controllability problem. The airplane was substantially damaged and the private pilot, who also was the builder and owner of the airplane, was fatally injured. Visual conditions prevailed. Review of radar data revealed the entire flight was captured. The airplane flew about 25 miles to the northwest of its departure point, maneuvered for a short time, and then began tracking back. Its altitude varied irregularly between about 2700 and 3300 feet msl.
Subscribers Only The airplane impacted terrain at about 2000 Central time. The pilot and a passenger were fatally injured; the airplane was substantially damaged. Marginal visual conditions prevailed at the time of the accident. The airplane impacted the ground between two buildings in a vertical attitude. The buildings and an overhead power line were not struck. The engine and propeller were buried in the impact crater. Control continuity could not be established, but all cables were on their respective pulleys and all cable breaks bore overload signatures.
Subscribers Only At 1424 Central time, the airplane was substantially damaged when it impacted terrain shortly after takeoff on a Part 135 on-demand air taxi flight. The commercial pilot and the three passengers were fatally injured. Visual conditions prevailed.Shortly after takeoff, ATC informed the pilot a smoke plume was visible behind the airplane. At 1424, the controller cleared the flight to land. No communications were received from the pilot after he acknowledged the takeoff clearance. Witnesses observed flames at the inboard side of the left engine.
Subscribers Only The pilot was flying a GPS approach in instrument conditions with icing present. The pilot later stated the airplane broke out of the weather about 300 feet agl and 300 feet right of the runway, with as much as ¼-inch of ice on the wings. The pilot corrected but overshot the runway, landing hard in the grass. The airplane traveled about 1000 feet before re-entering the runway. Post-accident examination revealed the right wings rear spar was bent.
Subscribers Only The airplane sustained substantial damage during a forced landing at about 1557 Pacific time. The solo private pilot sustained fatal injuries. Visual conditions prevailed. A pilot-rated witness adjacent to the accident site observed the airplane at low altitude. The witness did not hear the engine and watched the airplane impact terrain just below the ridge line of a bluff and erupt into flames.
Subscribers Only At 1630 Pacific time, the helicopter, operated as a Part 135 tourist sightseeing flight, crashed in mountainous terrain. The pilot and four passengers were fatally injured, and the helicopter was substantially damaged. Weather was reported as clear with good visibility and dusk light conditions.
Subscribers Only The airplane collided with terrain at about 1335 Mountain time. The non-instrument-rated private pilot and three passengers were fatally injured. Instrument conditions prevailed; no flight plan had been filed. The pilot contacted ATC while at 20,000 feet to request flight following and reported he could not descend and maintain VFR. Moments later, the airplane disappeared from radar and contact with the pilot was lost. There were no reported distress calls from the pilot.
Subscribers Only At about 2015 Eastern time, the airplane collided with terrain and was substantially damaged. The commercial pilot and pilot-rated passenger were fatally injured. Instrument conditions prevailed for the Part 135 on-demand air taxi flight; no flight plan was filed.
Subscribers Only The airplane landed safely at about 1228 Eastern time following an in-flight pitch trim malfunction. The airline transport-rated pilot and copilot were not injured and the airplane was not damaged. Visual conditions prevailed. The flight crew reported a pitch trim miscompare message in the cockpit while climbing to FL410. After accomplishing the checklist items and disconnecting the autopilot, considerable forward yoke pressure was required to maintain level flight. The crew found the manual pitch trim control wheel frozen in the forward position and were unable to move it.
Subscribers Only At about 0810 Central time, the airplane collided with terrain while executing an instrument approach. The solo commercial pilot sustained serious injuries. Instrument conditions prevailed and an IFR flight plan had been filed. According to the pilot, the airplane experienced an accumulation of moderate-to-severe mixed ice while on the approach. Subsequently, the pilot elected to execute a missed approach. As the pilot added power, the airplane entered a 90-degree bank to the left.
Subscribers Only Part 91 operators have a lot of flexibility in their operations not available to commercial flights conducted under Parts 135 or 121. Whenever persons or property is being carried for compensation, different rules apply. One of them involves minimum weather requirements for takeoff under IFR. The non-commercial Part 91 operator, however, has no such restrictions. We can blast off into any weather conditions we want without needing to meet a visibility minimum or having an alternate airport nearby in case of a problem developing shortly after takeoff. With that flexibility, of course, comes some responsibilities.
Subscribers Only You just broke out of the clag on final, late in the day, with the weather at minimums, when illusion strikes. Are you low on the approach? High? Not sure? At the last moment you realize youre high and long; time to go missed. Maybe it worked the other way around; youre on approach and as you get to where you expect the threshold marks to pass below you realize youre low, short and about to touch downshort of the runway. At its worst, these vision deceptions can contribute to spatial disorientation in VMC thats more confusing than the dizziness of becoming disoriented inside the eggshell of IMC.
Subscribers Only In a perfect world, all flight instructors would be smiling, retired airline captains who would patiently and benevolently impart the benefit of thousands of hours of safe aircraft operation to the eager minds of the less experienced. Unfortunately, ours is not a perfect world. Most Aviation Safety readers are already certificated pilots, but we all need a CFI for recurrent training and required flight reviews.
Subscribers Only They say flying is hours and hours of boredom punctuated by a few fleeting moments of occasional terror. For the pilot flying a single, maybe it starts as a vibration youre pretty sure youve never felt before, or as a slight pulse of the engine, a muffled thump, popping or a stumble. Maybe your airspeed has dropped off, and the gauges arent indicating what they should, or where you left them. The good news is engines rarely stop completely without warning. The bad news? Odds are, if it gets this far into the process of trying to get your attention about a fuel-related issue, things are poised to get more interesting rapidly.
Subscribers Only Landings are typically the pilots biggest challenge, presenting great frustration when we screw them up even as recognition of doing it right is as rare as $2.00/gallon avgas. Apparently, the act of returning to terra firma is one we simply cant seem to master consistently. One of the reasons is each days conditions are different from the previous flights, and applying what we remember from themif anythingwont always work. Another reason is the pilot may not have enough experience to know how to gauge conditions and modify the pattern and approach to compensate for todays conditions.
Subscribers Only Properly managing risk is essential to successfully pursuing lifes more exciting adventures. Activities such as scuba diving, downhill skiing, motorcycling, mountaineering and, of course, flying, all entail elements of risk which we must consider and manage if the thrills we seek are to be experienced more than once. But risk management often is poorly understood: While most people believe themselves to be prudent, the reality is large risks are often ignored and minor dangers grossly exaggerated. In general aviation, our inability to assess risk properly is evidenced by the number of weather-related accidents consistently gracing NTSB logs, even in the face of widely available near-real-time meteorological data on the ground and in the cockpit.
Subscribers Only In addition to the benefits mentioned in Tom Turners article (Slips...Who Needs 'Em? December 2011), there is another very important benefit you can get from the maneuver. First, use the rudder to keep the airplane aligned with the runway. Second, vary the bank angle into the crosswind to help keep the airplane on glidepath. Now, if you can achieve both of these items, you have enough rudder command to keep from ground looping.
Subscribers Only One of the year-end rituals in which most of us engage is looking back on what was and thinking of ways we can make improvements during the next 365 days. Although the official NTSB statistics arent yet available, theres enough available evidence to say certain civil aviation segments are wrapping up a pretty good year. Others, not so much.