Aviation Safety

At about 1740 Central time, the airplane was substantially damaged when it impacted terrain while on approach. The private pilot and six passengers were fatally injured. Visual conditions prevailed; an IFR flight plan was in effect. The airplane was in cruise flight at FL210 when the pilot declared an emergency due to a rough running engine. He diverted, subsequently confirming he had shut down the right engine and reported the airport in sight.

The pilot reported his engine began running rough after 1.7 hours of flight. After making a 180-degree turn toward an airport he just passed, the airplanes engine died and the pilot, who was unsure he could make it back to the airport without unduly endangering people on the ground, opted to set down the aircraft in an empty field. The landing was uneventful; however, the aircraft encountered a divot on the landing roll and nosed over on its back.

At about 1625 Eastern time, the airplane was ditched in the ocean. The airline transport pilot and three passengers received minor injuries. Visual conditions prevailed for the on-demand air taxi flight conducted under FAR Part 135. The airplane did not show any abnormal indications on the takeoff roll or during the initial climb.

At about 2021 Pacific time, the airplane cruised into a telephone line. The fuselage, including the cockpit and instrument panel, were consumed by a post-impact fire. The commercial pilot and passenger were fatally injured. Visual conditions prevailed for the dusk flight.

At about 1930 Eastern time, the experimental amateur-built aircraft sustained substantial damage when it impacted terrain following loss of directional control during takeoff. The private pilot was not injured. Visual conditions prevailed. It was the pilots first flight in the airplane since purchasing it.

Are you an experienced pilot with a light sport aircraft (LSA) in your future? For many of us, LSAs answer the need for a lower-cost option as we seek to continue flying even as the expense of doing so keeps rising. For others, an LSA is a way to scale back to the type of flying that attracted them to aviation in the first place. Yet other rated pilots see the medical self-certification of sport pilot rules as a way to keep flying longer, perhaps after becoming ineligible for an FAA medical certificate, while accepting the rules limit us to flying LSAs. Regardless of your motivation, moving from “traditional” airplanes to LSAs may be a little more involved than you’d expect. For example, what are the design and engineering issues that make LSAs handle differently than larger airplanes? What’s the safety record for pilots moving “down” to light sport? And, is there anything we can do to better manage the differences?

Fight flights are some of my favorites. The air usually is smooth, what traffic is sharing the sky can be spotted easily, theres less chatter on ATC frequencies and-when conditions are right-the beauty is unmatched. But flying at night also brings with it some additional challenges, at least when compared with the same mission during the daytime. The root problem, of course, is lack of illumination. More than a few aircraft have smacked into hillsides at night and in good weather. Even more insidious is dealing with the odd emergency, especially if we have to put down in a remote, unlit area.

Im always amused by pilots and non-pilots alike who express the view that landing is the most challenging portion of a flight. Yes, it can require all of our skills, but so can other segments, even straight-and-level cruising. The degree to which any flight segment poses a greater or lesser challenge depends on weather, terrain, aircraft loading-essentially all the variables were trained to consider and for which we compensate during our flight planning and execution. When merely considering the challenges posed, one of the oft-overlooked portions of flight is what comes immediately after the airplane clears the runway on takeoff. Depending on things like density altitude, terrain, weather and aircraft loading, the initial climb to clear obstacles and reach a “safe” altitude easily can be the most challenging flight portion. The combination of variables can conspire to rob us of the relatively marginal performance we have right after liftoff, putting us in the weeds.

For the time being, a Mode C transponder is your key to regularly accessing Class A, Class B, TFR and ADIZ airspace. Under most circumstances, losing altitude squawk capability means ATC isnt going to let you into those places, although you can continue flying elsewhere. Thats one reason many operators have installed a second, back-up Mode C transponder, in case the primary box fails. But that Mode C transponder is destined to be supplemented by-maybe replaced by-the FAAs new air-traffic surveillance system, ADS-B, or automatic dependent surveillance-broadcast. As plans currently stand, well all need this technology installed in our aircraft to access various airspace types by 2020, when the FAAs final rule mandates the latest and greatest ATC system, NextGen, is implemented. Putting aside the new systems relative merits and implementation timetable, the time will come when at least ADS-B Out equipment will be required for a lot of places we want to go.

Both industry and the FAA recently have emphasized the importance of effective flight training to improve the fatal accident record. Flight instructors, who serve on the front lines in this effort, are the crucial human element in the flight training delivery system and the glue holding the other elements together. But questions regarding their experience, training, continuing education and professionalism raise doubts about whether the service they provide is effective, consistent, relevant and customer-friendly. After all, if they were doing their job, would the trend lines in general aviations safety record be as flat as they are?