Aviation Safety

The airplane was substantially damaged at 1358 Mountain time following a loss of directional control and subsequent runway excursion during landing. The private pilot and three passengers were not injured. Visual conditions prevailed.

The helicopter was substantially damaged at about 1705 Eastern time after it became airborne and rolled over on the ramp. The private pilot was not injured. Day visual conditions prevailed. After landing, the flight instructor assisted the pilot in setting the collective and cyclic friction. The instructor then transferred control to the private pilot and exited the helicopter.

At approximately 1340 Mountain time, the airplane was substantially damaged upon impact with mountainous terrain. The private pilot and passenger were both fatally injured. An IFR flight plan had been filed. The airplane disappeared from radar while en route to its destination; search teams discovered it the following day.

At approximately 1700 Eastern time, the airplane was substantially damaged when it was ditched in the Gulf of Mexico following loss of engine power. The private pilot sustained serious injuries and the three passengers received minor injuries. Visual conditions prevailed.

The airplane sustained substantial damage during a forced landing at about 1317 Pacific time. The solo private pilot was not injured. Visual conditions prevailed. The pilot later reported noticing the vacuum pump had failed while on approach. Soon, ATC asked him to slow the airplane for traffic. The pilot reduced power to about 2000 rpm to comply but, shortly thereafter, advanced the throttle without response.

Using a single-engine airplane for long-distance, literally cross-country trips, usually isnt a good choice. That is, of course, until you survey all the other choices-including the airlines-and decide the flexibility and utility of using a personal airplane is the only way to go. Often, of course, the flight is the trips purpose, not the act of getting to a destination. Watching various landmarks and other magnificent scenery slide underneath the wings-albeit relatively slowly-makes up for the time it can take, especially when headed west into prevailing winds.

Like so many things in aviation, there are procedures for launching into IMC from a non-towered field: File a flight plan, get a clearance, then take off and fly the clearance. Things can get exciting if you get these steps out of order. Before a recent flight, I checked every available scrap of weather info. Nearby observations were reporting decent VFR, but weather at my rural strip appeared fairly low, with undefined visibility.

The landing gear actuator (p/n 95-810017-23) and motor assembly was removed and replaced with an overhauled unit. While rigging and when gear was extended, the actuator and motor made a slow, deep, grinding noise. Upon inspection, a washer (p/n 105090cr032-4e) was missing. Further investigation revealed the washer was misplaced between the gear actuator housing and spur and pinion gear. The maintenance manual narrative omits installing the washer, though the illustrated parts catalog depicts the washers installation correctly.

Ive always been fond of pointing out one of the most dangerous things in personal aviation is a private pilot with a #2 Phillips screwdriver. Thats because Ive occasionally come across the aftermath of an owner who tried but failed to accomplish a simple inspection or maintenance task without the proper knowledge, tools or training. Too often, the results demanded a “real” mechanic to come in and fix the mess. And, while Ive tried to do as much preventive maintenance on my airplane as I can, Ive often gotten in over my head and needed some professional assistance, too.Thankfully, the FAA still allows certificated pilots to work on their aircraft, performing some relatively mundane tasks.

We in the general aviation (GA) community are fond of poking fun occasionally at the FAA. Most of the time, its to highlight a perceived and sometimes real tension between the community and the agency. Frequently, this takes the form of tired clichs such as, “Im from the FAA and Im here to help you,” or another mythical phrase such as, “Were not happy until youre not happy.” When I was FAAs lead GA executive in the early 2000s, my favorite became, “Weve just upped our standards, now up yours.”