Aviation Safety

The airplane sustained substantial damage following a loss of engine power and subsequent forced landing at about 1445 Mountain time. The Private pilot and the sole passenger sustained minor injuries; visual conditions prevailed. The pilot reported that, just after takeoff, when the airplane was about 200 feet above the ground, the engine began to run rough and lose power. The pilot was unable to restore engine power and selected a forced landing. According to the pilot/owner, the airplanes engine had been factory-overhauled about 20 hours of operation before the accident….

March 1, 2006, Manhattan, Kan.
Piper PA-32RT-300T
At approximately 1140 Central time, the airplane was substantially damaged when it struck several runway lights and a taxiway sign during a forced landing. Visual conditions prevailed; the Private pilot and his passenger were not injured. The cross-country flight was originating at the time of the accident. The pilot later said the engine began to surge as the airplane lifted off Runway 03. As the pilot executed a slow left turn towards Runway 13, the engine lost power. He managed to land on Runway 13, near its intersection with the departure runway, but the airplane was not aligned with the centerline. It went off the side…

A decade ago, the avionics in one panel worked the same as the next. Not anymore. Theres genuine risk in flying glass without training.

Avoiding overgross loading is a given. But if you tweak the CG, you can improve handling and maybe eke out an extra knot or two.

Transitioning from winter to summer weather takes some thoughtful effort. Its not just about density altitude and performance charts.

You might be current under the FARs, but are you proficient?

Your airplanes safest turbulence-penetration speed may not be the published maneuvering speed. Why you might be too fast, and what you can do about it.

Flying is an art, with a little bit of science thrown in. But that science doesnt have to be intimidating if we apply a few rules of thumb.

Im a 1000-hour Bonanza pilot with a fair amount of actual IMC experience. I was on my way to the Dekalb-Peachtree Airport outside of Atlanta, a route I fly fairly often. The last hour of the flight was IMC, with the PDK ATIS reporting 800 feet overcast in light rain. Piece of cake; Ill shoot the ILS approach to Runway 20L. Heck, I might even turn off the iPod and hand fly this one.

I was feeling on top of my 40-something game; I even remembered to check in with the ATIS letter when handed off to approach. Soon I was getting vectors to intercept the 20 Left localizer.

The controller: Bonanza 12345, you are three miles from Chamb, maintain 3000 until established, cleared to the…

[IMGCAP(1)]Harnessed

Two recent fatal accidents brought home for me a couple of concepts that, while not revolutionary, seem to have fallen by the wayside among many of us.

Both accidents involved Beech Bonanzas being operated by experienced pilots. Although one involved a ditching, it appears both should have been survivable. One apparently could have been avoided; the other resulted from a catastrophic engine failure, leaving the pilot with few options.

In at least one of these two accidents, the pilot and right-seater sustained what appears to have been ultimately fatal head injuries. A rear-seat passenger in this accident was able to walk away from the scene.

The firs…