Accident Probes

On attempting to start the engine for a post-maintenance ground run, the propeller turned through approximately three blades then stopped. Propeller was difficult to rotate forward or backward. Inspection of the starters Bendix drive shaft revealed cracks in the gear running parallel to the teeth, causing the gear not to properly mesh with the flywheel.

Last year, I flew maybe 40 hours in piston twins, building time and getting through a checkride. With a bunch of experience in the IFR system flying high-performance singles, keeping up with the twins I was flying-and planning ahead and managing their systems, even in the busiest airspace-was relatively easy. Performing the engine-failure drills, the VMC and drag demonstrations, and practicing various other systems failures also were relatively easy, thanks to my experience in complex airplanes.

Until recently, the constituency comprising LBA operations was paid little attention by the major aviation organizations. Most general aviation pilots affiliated themselves with either the Aircraft Owners and Pilots Association (AOPA) or the Experimental Aircraft Association (EAA). Most of those organizations members, especially in EAA, often do not fly for personal or business transportation purposes. The heavy-iron two-pilot corporate jets already were well represented by the NBAA.

I read your magazine every month and have never written a letter on an article in my life, but will now. In the December 2016 issue, the first NTSB report involved a Vans RV-6 Experimental. The report states the commercial pilot and passenger were fatally injured; the airplane was destroyed…there was no noticeable damage to the fields corn stalks. Really? Someone should care about the corn stalks? Everything else was destroyed, including lives, but the corn stalks made it!

since both the FAA and the NTSB define this category precisely in terms of the crew consisting of a single non-professional pilot who operates the aircraft as an incidental duty to the pilot’s business. Source: FAAüThis chart is from a presentation by NTSB Member Earl F. Weener delivered at the NBAA’s Single Pilot Safety Standdown in November 2015. It highlights how the business aviation segment fatal accident rate

while in four out of five accidents blamed on fuel contamination

The day of my departure, I had one good sign. The area forecast predicted tops at between 12,000-14,000 feet. Thats a familiar forecast for the time of year, and I find it enjoyable to fly over a cotton-like cloud deck. It was also well within my airplanes capability, and I had a four-place oxygen bottle that had been recently topped off. Looking at the satellite data, Metars and TAFs at my destination, it appeared to be clear on the far end of my route.

During a routine inspection, the technician noted the strobe lights would remain on after the switch was selected off. Troubleshooting revealed the switch to be defective. Removing and disassembling the switch revealed the solder joint holding the braided wire had broken and welded itself to the line post. Switch was replaced IAW AD 2008-13-17 in May 2009.

Catastrophic FailureAugustClassic CFITMayCloak Of InvincibilityDecemberFifteen MilesJuneMinimum EquipmentMarchMissing Flight PlanOctoberMostly MundaneJanuaryRunning The ScudAprilSpin Recovery FailureSeptemberThe Impossible TurnFebruaryToo Much Automation?NovemberUnsecured CargoJuly

Most modern comm radios can tune frequencies with 8.33 kHz channel spacing, which currently is required only in high altitude airspace in Europe (Code Y). It would not be necessary to indicate that in the U.S. Further, Im not sure we can file a performance-based navigation (PBN) code as they require FAA approval. The closet reference is AC 90-100A-maybe someone can interpret this for Part 91 (non 91K) operations.