Safety Analysis

While generally round and black in color, thats almost all the characteristics aircraft tires have in common with their automotive siblings. In fact, a major difference is the construction and materials used in their manufacture. Aircraft tires and tubes primarily incorporate natural rubber while automotive tires use synthetic compounds extensively. Aircraft tires are designed for a very specific job and are part of the landing gear system on almost every aircraft.

Even though the fatality rate in 2015 was the lowest it has been in many years, 376 people still lost their lives, said NTSB Chairman Christopher A. Hart, which is why improving general aviation safety is on the NTSBs Most Wanted List of transportation safety improvements. While lower, these numbers are still too high said Hart. Thats a quote from a September 22, 2016, NTSB press release headlined, NTSB 2015 Aviation Statistics Show General Aviation Accidents Continue to Decline.

I want to thank you for writing a balanced and fair assessment about the threat of drones to aviation (Where The Drones Are, October 2016). Your article is perhaps the first rational discussion related to the dangers of these little plastic radio-control models. I have been a pilot for the past 22 years, and owned a Cessna 172 for the past 12 years. I would certainly hate to hit one of these things.

Once I started the engine and made it to the runup area, the Dynon D-180 registered about 10 gallons in the selected right tank (I have a Lycoming O-235-L2C engine installed and typically I burn about 5-6 gallons an hour). I thought it was peculiar, but I attributed the loss of five gallons to starting, taxi and runup. I took off and headed the 30 miles to my practice area.

Somewhere back in the typical GA pilots mind is the idea of flying a personal airplane over long distances. Maybe across a continent, maybe an ocean. Or around the world. Part of the idea is visiting distant destinations and seeing foreign lands from the perspective only a personal airplane can offer. Another part of it is the challenge, which can be substantial; part of it is bragging rights; part of it is just because you can. However common the idea of flying around the world may be, the typical GA pilot rarely follows through. Whether due to time constraints, finances, lack of a suitable airplane or other responsibilities, the obstacles are just too daunting for the typical GA pilot.

Scheduled passenger airlines in the U.S. have achieved an incredible level of safety. Domestic passenger operations under FAR Part 121 have achieved an unheard-of record: a near-zero fatality rate since 2010. Most of us presume general aviation operations under Part 91 never can approach this level of safety without draconian over-regulation. And most of us may be correct. It was never about the regulations, of course.

New ways to improve pilot reports-Pireps, including their collection, dissemination and use-is the topic of a two-day forum the NTSB announced in early June. Entitled PIREPs: Pay it Forward…Because Weather for One is Weather for None, the forum is expected to draw other federal agencies, air carrier organizations, aviation associations and academics. Panel-discussion topics are set to include the use and significance of Pirep information to weather services, air traffic controllers, pilots and researchers; the lifecycle of a Pirep; Pirep training, education and operations; and future improvements and emerging technologies for Pireps, the NTSB said.

As the summer fly-in season kicked off in the U.S., the NTSB published the latest in its ongoing series of Safety Alerts, with discussions and tips for pilots arriving at fly-in events. Focused primarily on the Sun n Fun and the Experimental Aircraft Associations (EAAs) AirVenture events but applicable to many others, the Boards new advisory (SA-053) emphasizes the unique challenges arrivals at heavily attended fly-ins can present to pilots of all experience levels but especially those who arent prepared.

Upon removal, found a two-inch-long piece of material in filter outlet, which appears to be the edge of a gasket. It could only have gotten there when the filter was manufactured. The material would have plugged small oil passages had it moved into the engine as it was on the downstream side of filter.

I always try to ask myself before each takeoff, Whats going to try to kill me on this flight? Its a fair question to ask, and one that deserves a considered response, at least to yourself. The trick is theres usually more than one answer.