Aviation Safety

The airplane was partially destroyed an the Airline Transport pilot fatally injured on colliding with trees and the ground while maneuvering at 1820 Eastern time. Visual conditions prevailed. One passenger received serious injuries. One witness observed the airplane take off and climb to about 500 feet. He then observed the airplane make a steep left 90-degree bank back towards the runway, in a slight nose-down attitude. The witness could not hear the engine. The witness stated the airplane appeared to be mushing/dropping down in a flat slight nose down attitude until it disappeared from view. Two other witnesses stated the engine sounded like it was shutting down and quit. They then heard…

At about 1325 Eastern time, the airplane was substantially damaged and the Student pilot, its sole occupant, was fatally injured following an in-flight loss of control during initial climb. Visual conditions prevailed. While on the upwind pattern leg, at an estimated altitude of 150 feet, the airplane stalled, drifted to the left, and impacted the ground. Preliminary examination of the airplane revealed the flaps were found fully extended to the 30-degree position….

The aircraft was substantially damaged, and the flight instructor and Student pilot aboard seriously injured when it collided with terrain while maneuvering for landing at 1237 Pacific time. Visual conditions prevailed. Witnesses reported that the aircraft had been doing touch-and-go landings to Runway 17. The aircraft was observed to pass over a building near the runway, pitch up and appeared to make a hard banking turn to the left before stalling. The nearest weather observing facility reported wind from 150 degrees at 19 knots at the time of the accident….

Accuracy and efficiency should be the goals of our communications. Dont hesitate to revert to a simple dialogue if necessary to be understood.

If you have datalinked NEXRAD aboard, its tempting to use it like airborne radar. But a little restraint may be in order.

Like a politician, the magnetic compass lies with predictable regularity. But as long as we understand its falsehoods, we can still use it to navigate reliably.

Many pilots are taught to avoid slips but often perform them anyway, without knowing it. Whats going on, and whats the problem?

The NTSBs improper IFR category covers a host of pilot errors. Heres our top five list of common IFR mistakes and how you can avoid making them.

How many regulatory, operational and medical corners can we cut before something bad happens?

While most light-airplane icing encounters are safely and successfully resolved, theres no such thing as a little ice on them. After years of thinking a trace here or there-or even a quarter-inch or so-was no big deal, I recently discovered one reason for known-icing approvals.

It was a crisp, brisk fall day over Arizona; I was flying my Bonanza east from California and planned to stop in Winslow, Ariz., for fuel, a snack and to stretch my legs. Somewhere between Prescott and Winslow, on an IFR flight plan, I encountered some benign-looking clouds at my altitude. Although the outside air temperature was below freezing, I thought nothing of punching into these white, puffy clouds. I ha…