This safety alert from the NTSB discusses accidents that occurred due to reduced visual references requiring vigilance from pilots. It provides statistics on general aviation accidents and summaries of several accident cases involving controlled flight into terrain and spatial disorientation in instrument meteorological conditions. The document emphasizes that preflight planning, obtaining weather briefings, recognizing limitations, and asking for assistance from air traffic control can help pilots avoid dangerous situations and prevent accidents when faced with low visibility conditions.
This safety alert from the NTSB discusses general aviation safety and provides accident summaries to educate pilots. It notes that there are about 1,500 GA accidents per year, with fatal accidents most common in personal flying. The summaries describe accident sequences and identify missed opportunities for safer decision making. These include failures to obtain weather briefings, push beyond personal limits or aircraft capabilities, and resist pressures to continue flights in unsafe conditions. The alert encourages pilots to effectively manage risks through skills like assessing hazards, determining alternatives, and developing decision making skills to prevent future accidents.
NTSB Senior Air Safety Investigator, Kristi Dunks, talks about aeronautical decision making when a pilot plans a flight.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL.
The document discusses several special emphasis areas for pilots including positive aircraft control, procedures for positive exchange of flight controls, stall/spin awareness, collision avoidance, wake turbulence avoidance, and others. It provides details on positive aircraft control including maintaining situational awareness. It also describes the three-step process for positive exchange of flight controls between pilots. The document discusses aerodynamic factors related to spins, flight situations where unintentional spins may occur, and procedures for recovery from unintentional spins. It outlines techniques for collision avoidance including effective visual scanning, seeing and avoiding other aircraft, using radios appropriately, and being aware of right of way rules and high traffic areas.
Miscellaneous emergencies and maneuvers jakub muranskyJakub Muransky
The document provides information on various miscellaneous emergencies and maneuvers including upset and stall recovery, pilot incapacitation, emergency evacuation, and emergency descent. It discusses definitions of upsets, causes of upsets including environmental factors, system anomalies, and those induced by the pilot. It also outlines considerations and procedures for responding to situations like high altitude operations, stall conditions, nose high and nose low recoveries, crew incapacitation, and emergency evacuations and descents.
This presentation is about the Avionics System Standards in terms of hardware and software briefly discussing the DO-254( ) and DO-178( ) as required for basic understanding.
The document discusses runway incursions and how DPEs and CFIs can help reduce them. It provides statistics showing that most runway incursions involve general aviation pilots. Common causes are identified as distractions, poor communication, and workload management issues. The document recommends DPEs thoroughly test runway incursion avoidance procedures and CFIs provide comprehensive training with scenarios. It also provides scenarios to help pilots avoid issues at specific airports.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
This document discusses avionics systems used in aircraft. It states that avionics systems are dependent on electronics and account for a significant portion of an aircraft's total cost, ranging from 30% to over 75% depending on the aircraft type. The key roles of avionics systems are to enable safe and efficient mission accomplishment for military aircraft and air traffic control and all-weather operation for civil aircraft. Important considerations in avionics system design include increased safety, reliability, maintainability, and reduction in life cycle costs. The document outlines various avionics components, subsystems, architectures, and display technologies used in aircraft.
This safety alert from the NTSB discusses general aviation safety and provides accident summaries to educate pilots. It notes that there are about 1,500 GA accidents per year, with fatal accidents most common in personal flying. The summaries describe accident sequences and identify missed opportunities for safer decision making. These include failures to obtain weather briefings, push beyond personal limits or aircraft capabilities, and resist pressures to continue flights in unsafe conditions. The alert encourages pilots to effectively manage risks through skills like assessing hazards, determining alternatives, and developing decision making skills to prevent future accidents.
NTSB Senior Air Safety Investigator, Kristi Dunks, talks about aeronautical decision making when a pilot plans a flight.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL.
The document discusses several special emphasis areas for pilots including positive aircraft control, procedures for positive exchange of flight controls, stall/spin awareness, collision avoidance, wake turbulence avoidance, and others. It provides details on positive aircraft control including maintaining situational awareness. It also describes the three-step process for positive exchange of flight controls between pilots. The document discusses aerodynamic factors related to spins, flight situations where unintentional spins may occur, and procedures for recovery from unintentional spins. It outlines techniques for collision avoidance including effective visual scanning, seeing and avoiding other aircraft, using radios appropriately, and being aware of right of way rules and high traffic areas.
Miscellaneous emergencies and maneuvers jakub muranskyJakub Muransky
The document provides information on various miscellaneous emergencies and maneuvers including upset and stall recovery, pilot incapacitation, emergency evacuation, and emergency descent. It discusses definitions of upsets, causes of upsets including environmental factors, system anomalies, and those induced by the pilot. It also outlines considerations and procedures for responding to situations like high altitude operations, stall conditions, nose high and nose low recoveries, crew incapacitation, and emergency evacuations and descents.
This presentation is about the Avionics System Standards in terms of hardware and software briefly discussing the DO-254( ) and DO-178( ) as required for basic understanding.
The document discusses runway incursions and how DPEs and CFIs can help reduce them. It provides statistics showing that most runway incursions involve general aviation pilots. Common causes are identified as distractions, poor communication, and workload management issues. The document recommends DPEs thoroughly test runway incursion avoidance procedures and CFIs provide comprehensive training with scenarios. It also provides scenarios to help pilots avoid issues at specific airports.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
This document discusses avionics systems used in aircraft. It states that avionics systems are dependent on electronics and account for a significant portion of an aircraft's total cost, ranging from 30% to over 75% depending on the aircraft type. The key roles of avionics systems are to enable safe and efficient mission accomplishment for military aircraft and air traffic control and all-weather operation for civil aircraft. Important considerations in avionics system design include increased safety, reliability, maintainability, and reduction in life cycle costs. The document outlines various avionics components, subsystems, architectures, and display technologies used in aircraft.
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
Avionics are the electronic systems used on aircraft and spacecraft to support flight operations. They include communications, navigation, monitoring of aircraft systems, weather detection, collision avoidance, autopilot, radar, and management of other aircraft functions. Avionics originated from systems developed during World War 2 for functions like radar and autopilot. Modern avionics play an important role in air traffic management through improved navigation and safety systems.
Hardware assessment and validation are major parts of developing modern digital avionics systems. The assessment process involves fault tree analysis and failure mode effects analysis to evaluate reliability. Certification by regulatory authorities is also a key concern, particularly FAR Part 25.1309 which establishes requirements for equipment, systems, and installations to ensure safe flight. The document discusses factors like capability, reliability, maintainability, and cost that avionics systems must consider to receive certification.
Chapter 05 Fire and Rescue Communications Training1PFD
This chapter discusses communications systems and procedures used in aviation fire and rescue operations. It covers airport communication systems including audible alarms, direct-line phones, radio systems, and frequencies. Proper communication procedures and terminology such as the ICAO phonetic alphabet and aviation terms are presented. The chapter also discusses the use of computers, light signals, and hand signals in airport and aircraft rescue firefighting communications.
The document provides an overview of basic flight instruments and modern glass cockpit instruments. It discusses the airspeed indicator, attitude indicator, altimeter, turn indicator, heading indicator, vertical speed indicator as the basic flight instruments. For modern instruments, it describes the primary flight display, multi-function display, and electronic centralized aircraft monitoring display that make up an electronic flight instrument system or glass cockpit.
This document provides guidance for teaching pilots risk management during cross-country flights. It recommends structuring a flight review or transition training as a cross-country trip to an unfamiliar airport. During the flight, scenarios can be used to simulate risks like engine failures or GPS/VOR malfunctions. Upon returning, maneuvers from a flight review like stalls or steep turns can be performed. The document suggests using "teachable moments" during the flight to identify hazards and risks regarding the pilot, aircraft, environment, and external factors. After landing, the pilot should reflect on what went well, what could be improved, and the most important lessons learned from the flight.
The NTSB investigates drone accidents and incidents to determine probable causes and make safety recommendations. The speaker, an NTSB investigator, discussed how investigations are conducted with input from operators, manufacturers, and regulators. Two case studies were presented: a police drone that crashed due to an inappropriate platform and mission, and a hobbyist drone that crashed with a low battery after the pilot overrode safety systems. The presentation emphasized principles for safe drone operation and preparation for potential investigations.
This document discusses preventing aerodynamic stalls at low altitude through timely recognition and appropriate responses. It notes that many pilots fail to avoid conditions leading to stalls, recognize stall warnings, or apply proper recovery techniques. The document then summarizes three accidents where pilots stalled and crashed aircraft during low altitude maneuvers, likely due to distractions. It recommends that pilots seek training to fully understand stalls and manage distractions during low altitude flight.
The document discusses methods for pilots to assess risk, including using a risk matrix to determine the likelihood and severity of potential hazards. It provides examples of assessing risks, such as the risk posed by deteriorating weather conditions for a VFR pilot. The document also discusses how pilots can mitigate identified risks, such as waiting for better weather or taking a more experienced pilot. A comprehensive risk assessment program is presented that considers additional factors like fatigue, weather, and flight planning. Determining the level of risk allows pilots to decide if flights require caution, exercise caution, or should be avoided or modified to reduce dangers.
Air traffic control provides services to aircraft to direct and separate air traffic to prevent collisions. Controllers in control towers direct ground and air traffic near airports, while approach and terminal controllers handle traffic within 30-50 miles of airports. Enroute controllers handle aircraft between airports up to hundreds of miles and coordinate handoffs between facilities using radar and procedural control. The goal is safe and efficient movement of air traffic.
This document discusses aeronautical decision making (ADM) and provides an example of how poor decision making can lead to an accident. It begins by explaining that ADM is a systematic approach that helps pilots determine the best course of action given the circumstances through recognizing hazards. The document then provides more details on the history of ADM training and the steps involved in good decision making. It also discusses analytical decision making using the DECIDE model. Finally, it gives an example of how a pilot rushing to make a Thanksgiving dinner ignored weather hazards and crashed while attempting a landing with 100 foot ceilings and 1/4 mile visibility, illustrating how failing to follow proper decision making can have tragic consequences.
System safety flight training occurs in three phases: 1) traditional stick-and-rudder skills are developed to a high degree of confidence, 2) risk management concepts are introduced through scenarios, and 3) more complex scenarios requiring focus on multiple safety issues are used. A traditional maneuver, like a short-field landing, can illustrate this by first focusing on skills, then introducing various risk factors without increasing training time, and finally incorporating risks into a complex scenario. System safety also applies to important lessons, like controlled flight into terrain, by discussing contributing factors during ground school and cross-country flights.
The document discusses aircraft instrument systems. It describes the main types of instruments including flight instruments, engine instruments, and navigation instruments. It explains that flight instruments like the altimeter, airspeed indicator, and magnetic compass provide pilots with critical flight information. Engine instruments monitor parameters like fuel, oil, temperatures, and speeds. Navigation instruments help pilots navigate along a course and for approaches. Pressure measuring instruments are also discussed, with details on how Bourdon tubes are commonly used to sense and measure pressure in aircraft.
Air Traffic Control (ATC) manages air traffic to maintain safe distances between aircraft, prioritize emergency aircraft, and provide safety alerts. ATC separates aircraft using different procedures depending on the phase of flight, such as arrival/departure towers keeping one aircraft on the runway at a time. Controllers monitor aircraft by radar and issue clearances to ensure required distances between Instrument Flight Rule aircraft, while providing advisory services to Visual Flight Rule aircraft. Emergencies have the highest priority and ATC assists them by clearing airspace and directing them to available runways and emergency services.
This document provides an overview of the course modules for an aircraft systems course. It covers 14 modules from May to July, focusing on electronic instrument systems and digital techniques. It describes the primary flight instruments, flight control surfaces, aircraft axes, navigation methods including ADF, VOR, GPS, and approaches including visual, ILS, and autopilot functions. It also outlines the cockpit layouts of the Cessna and Airbus A320, comparing traditional instruments to glass cockpit displays.
This document discusses general aviation safety and outlines several panels at a safety forum. It summarizes NTSB accident data related to personal flying accidents from 2008-2012. The most common fatal accident events for personal flying were loss of control in flight, system/component failures, and controlled flight into terrain. During the approach and landing phases, loss of control was a major factor. The document emphasizes the importance of pilot proficiency, aircraft airworthiness, preparation and planning, and decision making to enhance safety.
General aviation safety is an ongoing concern, with about 1,500 accidents and 475 fatalities annually. This document discusses three accident case studies to help pilots learn from the mistakes of others. The first case involved a Beechcraft Bonanza that lost engine power due to a crankshaft fracture from an improperly addressed oil pressure issue. The second was a Vans RV-6 that crashed during a test flight after an oil leak repair. The third involved a Beechcraft Bonanza that lost its engine after the wrong type of thread was used during an engine overhaul, despite ongoing troubleshooting of oil leaks. In each case, pilots are encouraged to thoroughly address any maintenance issues, follow test flight plans carefully, and avoid flying if
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
Avionics are the electronic systems used on aircraft and spacecraft to support flight operations. They include communications, navigation, monitoring of aircraft systems, weather detection, collision avoidance, autopilot, radar, and management of other aircraft functions. Avionics originated from systems developed during World War 2 for functions like radar and autopilot. Modern avionics play an important role in air traffic management through improved navigation and safety systems.
Hardware assessment and validation are major parts of developing modern digital avionics systems. The assessment process involves fault tree analysis and failure mode effects analysis to evaluate reliability. Certification by regulatory authorities is also a key concern, particularly FAR Part 25.1309 which establishes requirements for equipment, systems, and installations to ensure safe flight. The document discusses factors like capability, reliability, maintainability, and cost that avionics systems must consider to receive certification.
Chapter 05 Fire and Rescue Communications Training1PFD
This chapter discusses communications systems and procedures used in aviation fire and rescue operations. It covers airport communication systems including audible alarms, direct-line phones, radio systems, and frequencies. Proper communication procedures and terminology such as the ICAO phonetic alphabet and aviation terms are presented. The chapter also discusses the use of computers, light signals, and hand signals in airport and aircraft rescue firefighting communications.
The document provides an overview of basic flight instruments and modern glass cockpit instruments. It discusses the airspeed indicator, attitude indicator, altimeter, turn indicator, heading indicator, vertical speed indicator as the basic flight instruments. For modern instruments, it describes the primary flight display, multi-function display, and electronic centralized aircraft monitoring display that make up an electronic flight instrument system or glass cockpit.
This document provides guidance for teaching pilots risk management during cross-country flights. It recommends structuring a flight review or transition training as a cross-country trip to an unfamiliar airport. During the flight, scenarios can be used to simulate risks like engine failures or GPS/VOR malfunctions. Upon returning, maneuvers from a flight review like stalls or steep turns can be performed. The document suggests using "teachable moments" during the flight to identify hazards and risks regarding the pilot, aircraft, environment, and external factors. After landing, the pilot should reflect on what went well, what could be improved, and the most important lessons learned from the flight.
The NTSB investigates drone accidents and incidents to determine probable causes and make safety recommendations. The speaker, an NTSB investigator, discussed how investigations are conducted with input from operators, manufacturers, and regulators. Two case studies were presented: a police drone that crashed due to an inappropriate platform and mission, and a hobbyist drone that crashed with a low battery after the pilot overrode safety systems. The presentation emphasized principles for safe drone operation and preparation for potential investigations.
This document discusses preventing aerodynamic stalls at low altitude through timely recognition and appropriate responses. It notes that many pilots fail to avoid conditions leading to stalls, recognize stall warnings, or apply proper recovery techniques. The document then summarizes three accidents where pilots stalled and crashed aircraft during low altitude maneuvers, likely due to distractions. It recommends that pilots seek training to fully understand stalls and manage distractions during low altitude flight.
The document discusses methods for pilots to assess risk, including using a risk matrix to determine the likelihood and severity of potential hazards. It provides examples of assessing risks, such as the risk posed by deteriorating weather conditions for a VFR pilot. The document also discusses how pilots can mitigate identified risks, such as waiting for better weather or taking a more experienced pilot. A comprehensive risk assessment program is presented that considers additional factors like fatigue, weather, and flight planning. Determining the level of risk allows pilots to decide if flights require caution, exercise caution, or should be avoided or modified to reduce dangers.
Air traffic control provides services to aircraft to direct and separate air traffic to prevent collisions. Controllers in control towers direct ground and air traffic near airports, while approach and terminal controllers handle traffic within 30-50 miles of airports. Enroute controllers handle aircraft between airports up to hundreds of miles and coordinate handoffs between facilities using radar and procedural control. The goal is safe and efficient movement of air traffic.
This document discusses aeronautical decision making (ADM) and provides an example of how poor decision making can lead to an accident. It begins by explaining that ADM is a systematic approach that helps pilots determine the best course of action given the circumstances through recognizing hazards. The document then provides more details on the history of ADM training and the steps involved in good decision making. It also discusses analytical decision making using the DECIDE model. Finally, it gives an example of how a pilot rushing to make a Thanksgiving dinner ignored weather hazards and crashed while attempting a landing with 100 foot ceilings and 1/4 mile visibility, illustrating how failing to follow proper decision making can have tragic consequences.
System safety flight training occurs in three phases: 1) traditional stick-and-rudder skills are developed to a high degree of confidence, 2) risk management concepts are introduced through scenarios, and 3) more complex scenarios requiring focus on multiple safety issues are used. A traditional maneuver, like a short-field landing, can illustrate this by first focusing on skills, then introducing various risk factors without increasing training time, and finally incorporating risks into a complex scenario. System safety also applies to important lessons, like controlled flight into terrain, by discussing contributing factors during ground school and cross-country flights.
The document discusses aircraft instrument systems. It describes the main types of instruments including flight instruments, engine instruments, and navigation instruments. It explains that flight instruments like the altimeter, airspeed indicator, and magnetic compass provide pilots with critical flight information. Engine instruments monitor parameters like fuel, oil, temperatures, and speeds. Navigation instruments help pilots navigate along a course and for approaches. Pressure measuring instruments are also discussed, with details on how Bourdon tubes are commonly used to sense and measure pressure in aircraft.
Air Traffic Control (ATC) manages air traffic to maintain safe distances between aircraft, prioritize emergency aircraft, and provide safety alerts. ATC separates aircraft using different procedures depending on the phase of flight, such as arrival/departure towers keeping one aircraft on the runway at a time. Controllers monitor aircraft by radar and issue clearances to ensure required distances between Instrument Flight Rule aircraft, while providing advisory services to Visual Flight Rule aircraft. Emergencies have the highest priority and ATC assists them by clearing airspace and directing them to available runways and emergency services.
This document provides an overview of the course modules for an aircraft systems course. It covers 14 modules from May to July, focusing on electronic instrument systems and digital techniques. It describes the primary flight instruments, flight control surfaces, aircraft axes, navigation methods including ADF, VOR, GPS, and approaches including visual, ILS, and autopilot functions. It also outlines the cockpit layouts of the Cessna and Airbus A320, comparing traditional instruments to glass cockpit displays.
This document discusses general aviation safety and outlines several panels at a safety forum. It summarizes NTSB accident data related to personal flying accidents from 2008-2012. The most common fatal accident events for personal flying were loss of control in flight, system/component failures, and controlled flight into terrain. During the approach and landing phases, loss of control was a major factor. The document emphasizes the importance of pilot proficiency, aircraft airworthiness, preparation and planning, and decision making to enhance safety.
General aviation safety is an ongoing concern, with about 1,500 accidents and 475 fatalities annually. This document discusses three accident case studies to help pilots learn from the mistakes of others. The first case involved a Beechcraft Bonanza that lost engine power due to a crankshaft fracture from an improperly addressed oil pressure issue. The second was a Vans RV-6 that crashed during a test flight after an oil leak repair. The third involved a Beechcraft Bonanza that lost its engine after the wrong type of thread was used during an engine overhaul, despite ongoing troubleshooting of oil leaks. In each case, pilots are encouraged to thoroughly address any maintenance issues, follow test flight plans carefully, and avoid flying if
NTSB Board Member, Earl Weener Ph. D, discusses why all pilots need to focus on their personal flying habits.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL.
The document discusses the causes of plane crashes and aims to prevent them. It analyzes factors that influence crash risk like the plane type, size, pilot, and weather. It identifies three main departments that are often responsible - management, systems, and mechanical. Specifically, it examines a 1985 Japan Airlines crash caused by improper repairs to the plane's bulkhead. It recommends improved maintenance training and reporting mechanisms to enhance safety.
This document discusses winter flight operations and safety. It provides guidance on preparing aircraft for winter weather, including reviewing manuals for cold-weather procedures and specifications. Pilots are advised to carefully inspect aircraft for snow or ice accumulation that could impact flight controls. The document also cautions on hazards like frozen water in fuel tanks, carbon monoxide from faulty cabin heaters, and making weather-related decisions that exceed pilot ability. Pilots are encouraged to get thorough weather briefings and ensure they are current and qualified for winter conditions like low visibility.
This document provides an overview and instructions for a Civil Air Patrol Flight Line Course. It introduces the instructors, Lt. Col Mike DuBois and Lt. Col Rich Simerson, and outlines the course contents which include flight line operations, procedures, signals, helicopters, risk management and more. Safety is emphasized throughout with guidelines for personal protective equipment, communications, clothing and ensuring hazards are addressed.
NTSB Air Traffic Control Specialist, Scott Durham, talks about how general aviation pilots should deal with air traffic control.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL
The Tenerife Disaster involved a collision between a Pan Am Boeing 747 and a KLM Boeing 747 on March 27, 1977 at Los Rodeos Airport in Tenerife, Canary Islands. A total of 583 of the 644 people on board the two planes died, making it the deadliest accident in aviation history. Low visibility conditions due to fog contributed to the accident. The KLM flight crew began takeoff without clearance from air traffic control and collided with the Pan Am plane, which was still on the runway preparing for takeoff. Factors such as miscommunication between pilots and air traffic control, the airport's inadequate size and lack of radar, and the KLM pilots' rush to meet
The document outlines the top 10 causes of general aviation accidents according to the Federal Aviation Administration (FAA). The number one cause is loss of control in flight, often due to environmental conditions, lack of experience, perceptual issues or physical/sensory factors. Other top causes include midair collisions, system component failures, fuel-related issues, controlled flight into terrain, and low altitude operations. The FAA aims to reduce accidents through education and awareness programs, while new technologies are providing pilots with better safety tools.
This document provides an overview of aircraft inspection, documentation, ground handling, and maintenance training. It discusses safety procedures for aircraft inspection, ground handling, towing, taxiing, parking, marshalling, fueling, jacking, and servicing. Precautions are outlined for propeller safety, towing and taxiing rules, control surface locking, tie-downs, jack points, and fuel identification. Ground support equipment for electrical and hydraulic power is also summarized. The goal is to train students on aircraft inspection and ground operations according to proper procedures.
ACO9 - Aviation Firefighting for Structual Trucks Brock Jester
This document discusses common incidents involving general aviation aircraft that fire departments may respond to. It outlines several types of incidents such as unsafe landing gear indicators, gear up landings, engine fires, interior fires, hot brakes and wheel fires, stalls, pilot errors, fueling incidents, animal strikes, and incidents specific to helicopters. For each type of incident, it identifies key factors for fire departments to consider such as safety procedures, aircraft access, appropriate extinguishing methods, and potential hazards.
Pilots should pay close attention to signs of potential mechanical issues with their aircraft to avoid accidents. Three accident summaries are described where pilots failed to properly address signs of issues like engine problems, and continued flying despite warnings, resulting in crashes after losing engine power. Pilots are encouraged to thoroughly check for issues, not fly with potential problems for convenience, and be prepared to handle emergencies.
The document provides summaries of four case studies from aircraft accident investigations conducted by the NTSB. The first case study describes a Cirrus SR22 that lost engine power due to a fuel line cap not being properly installed during maintenance. The second case study describes an AS350 helicopter that crashed after its servo disconnected in flight due to improper maintenance of a lock nut. The third case study examines a Piper PA-22 that lost oil pressure due to an improperly modified breather tube. The fourth case study details a Diamond DA-40 that experienced a propeller malfunction caused by an improperly assembled governor during manufacturing.
This document discusses a fatal aircraft accident and analyzes the chain of events and human factors that led to it. It describes how a doctor purchased a modified Mooney aircraft that experienced problems during several flights. Facing a looming insurance deadline, the doctor decided to ferry the aircraft himself. Despite continuing mechanical issues, especially with the propeller installation, the pre-flight checks were rushed. On takeoff, something fell off the aircraft and it crashed, killing the pilot. The summary identifies a series of thoughtless decisions and risky behaviors that ignored applicable human factors, ultimately leading to an undesirable accident that could have been prevented.
How to not kill people - Berlin Buzzwords 2023.pdfLars Albertsson
With the rise of artificial intelligence, we give more control of our lives to software. We thereby introduce new risks, and the fatal Uber crash in 2018 is the first example of AI causing an accidental death. It will be up to us as software engineers to build systems safe and reliable enough to entrust with important decisions. Our culture, however, includes praising companies that move fast and break things (Facebook), celebrate principled confrontation (Uber), fake self-driving demonstrations (Tesla), and are right, a lot (Amazon). As an industry, we need to radically improve to meet the challenge, or more people will die.
In this presentation, we will look at aviation - the industry most successful at continuously improving safety - and attempt to learn. We will look at aviation safety principles, compare with similar practices in software engineering, and see how we can translate safety principles that have worked well in aviation to the software engineering domain.
Video: https://youtu.be/IitY9yZFPSA
Turkish Airlines Flight 1754 was hijacked in January 2011 while en route from Oslo, Norway to Istanbul, Turkey. A passenger suffering from mental illness approached the cockpit claiming to have a bomb and demanded the plane return to Norway. Two other passengers were able to tackle the hijacker. The plane landed safely in Istanbul and airport operations were not disrupted. The hijacker was identified as Cuma Yasar and was found to only have a transistor radio, not an actual bomb.
Chapter 11 Stategic and Tactical OperationsTraining1PFD
This chapter discusses strategic and tactical operations for aircraft rescue and firefighting. It covers incident management using NIMS-ICS, types of in-flight and ground emergencies, low and high impact crashes, response procedures, and considerations for responding to military aircraft accidents. The key aspects of NIMS-ICS including common terminology, modular organization, and unified command structure are described. Response priorities, size-up procedures, positioning apparatus based on wind and terrain are also outlined.
The document discusses drones and unmanned aircraft systems (UAS). It provides definitions of drones and explains that they are also called UAS by the FAA. The document outlines various uses for drones, including aerial photography, environmental analysis, and film/media. It then discusses the origin of the term "drone" and lists other common names for drones such as quadcopter and UAV. The document also covers drone classification, flight times, legal requirements for flying drones, and safe locations for drone operation.
Similar to Safety Alert: Reduced Visual References Require Vigilance (20)
A smart cockpit is available right now, and progress will accelerate as more manufacturers and aircraft owners adopt Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Smart Cockpit Technology: Industry to research and develop smart cockpit technology that helps identify emergency situations, prompts pilots (aurally/visually) through pertinent checklist items, and provides instructions based on aircraft position and condition of flight.
Having fun means flying safely! Hobby or recreational flying doesn't require FAA approval but you must follow safety guidelines. Any other use requires FAA authorization.
Avoid doing anything hazardous to other airplanes or people and property on the ground.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
More than 25 percent of general aviation fatal accidents occur during the maneuvering phase of flight — turning, climbing, or descending close to the ground. The vast majority of these accidents involve stall/spin scenarios (half of which are while in the traffic pattern) and buzzing attempts.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
This document provides an overview of flight training accidents and incidents analyzed by the Orlando Flight Standards District Office from 1998 to 2014. It identifies trends in the data, including that 71% of accidents and incidents were related to landings. The summary highlights areas for improvement such as emphasizing landings in instruction and evaluations. It also examines accident factors for other aircraft types like gliders and helicopters. The goal is to continue initiatives that have reduced accidents while maintaining a focus on landing safety.
Runway incursions are a serious safety concern and significantly impact safe operations at any airport. Incursions, which also can occur on taxiways although not considered runway incursions, have involved air carrier aircraft, military planes, general aviation aircraft, air traffic controllers, ground vehicles and pedestrians.
The May/June 2014 issue of FAA Safety Briefing is all about Airworthiness Certification and Standards. In this issue we look at the hidden dangers of layering supplemental type certificates (STC), who to go to when your plane has an issue, and how to take care of an aging aircraft. In addition, you can learn more about the airworthiness directive process and how to apply for an STC.
This document from the FAA presents information on angle of attack systems for pilots. It notes that stalls and resulting spin accidents are a major cause of fatal crashes, often involving inexperienced pilots, and can occur at any airspeed or phase of flight. The document discusses problems determining airspeed, describes angle of attack indicators that can help avoid stalls, and recommends pilots practice stalls and slow flight with a flight instructor. It provides resources for pilots to investigate angle of attack systems further.
This document discusses flight after a period of inactivity for pilots. It addresses currency and proficiency concerns when returning to flight after time away. Pilots should consider how long they have been inactive, the nature of their operations, and their experience level. Upon returning, pilots may need to refresh their knowledge by reviewing regulations and manuals since some aircraft panels and apps have been updated. They should also confirm their medical certification is still valid before their first flight.
The FAA holds official forums at its Southern Region Safety Center located at the corner of Laird Drive and Sun 'n Fun Drive in the middle of the exhibit area. The forums are open daily from 8:00 am to 3:00 pm, with a schedule of presentations from 8:30 am to 2:00 pm from Tuesday, April 1st through Friday, April 5th. Topics include maintenance accidents, fuel management, intercepted aircraft, hypoxia awareness, safety investigations, and more. Updates to the schedule can be found by scanning the QR code or going to the listed website.
Macroeconomics- Movie Location
This will be used as part of your Personal Professional Portfolio once graded.
Objective:
Prepare a presentation or a paper using research, basic comparative analysis, data organization and application of economic information. You will make an informed assessment of an economic climate outside of the United States to accomplish an entertainment industry objective.
This presentation includes basic of PCOS their pathology and treatment and also Ayurveda correlation of PCOS and Ayurvedic line of treatment mentioned in classics.
How to Fix the Import Error in the Odoo 17Celine George
An import error occurs when a program fails to import a module or library, disrupting its execution. In languages like Python, this issue arises when the specified module cannot be found or accessed, hindering the program's functionality. Resolving import errors is crucial for maintaining smooth software operation and uninterrupted development processes.
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Biological screening of herbal drugs: Introduction and Need for
Phyto-Pharmacological Screening, New Strategies for evaluating
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This presentation was provided by Steph Pollock of The American Psychological Association’s Journals Program, and Damita Snow, of The American Society of Civil Engineers (ASCE), for the initial session of NISO's 2024 Training Series "DEIA in the Scholarly Landscape." Session One: 'Setting Expectations: a DEIA Primer,' was held June 6, 2024.
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4. Safety Alerts
• General aviation on NTSB Most
Wanted List
• Need to reduce GA accident rate
• Education, training, and risk
management skills
4
5. Safety Alerts
• Define a GA safety problem
• Provide statistics on the problem
• Provide examples of accidents
• Provide ways to prevent accidents
5
7. Discussion of Accident Cases
• Completed cases: common
causes, factors, and scenarios
• Used as educational tools
• Not intended to admonish accident
pilots
• Intended to help other pilots learn
7
9. Accident Flight
• Aero Commander 680FL
• Mountainous terrain, daylight IMC
• Pilot was fatally injured
• Part 91, no flight plan
• Returning airplane to base after
previous weather diversion
9
10. Pilot
• 33,000+ total flight hours
• Airline transport pilot
• Instrument current
• Recent experience in accident
airplane
10
11. Weather
• No record of a weather briefing
• Departure: VFR
• En route: marginal VFR
• Precipitation in area of accident
11
15. Missed Opportunities
• Obtain a weather briefing
• Adhere to cancellation alternatives
• Resist external pressures to
complete flight
• Act before situation becomes
dangerous
15
16. ASI Perspectives
• Make the right decisions at the
right time
• If there‟s doubt, reevaluate
• Never “go take a look”
• You never have to be anywhere
when flying an airplane
16
25. Pilot Experience
• No flights logged within 8 months
of accident flight
• No recent flight review or
instrument proficiency check
• Only 0.2 hours of night
experience in last year
25
27. Missed Opportunities
• Fully understand how to operate all
onboard systems
• Divert flight after encountering
abnormalities
• Terminate flight before nightfall
• Find airport with continuous night
lighting, without disorientation
hazard
27
28. ASI Perspectives
• Balance risk vs. practicality
• Reduced visibility accidents are:
• Often fatal
• Easily preventable
• No pilot is immune
28
30. Accident Flight
• Experimental-AB Vans RV-10
• Seale, Alabama
• Lebanon, Tennessee, to Eufaula,
Alabama
• Pilot and passenger/builder
fatally injured
30
31. Accident Flight
• Airplane equipped with “glass
cockpit” flight instruments
• Cross country flight to Sun „n Fun
• Approach flown in daylight IMC
• IFR flight plan
31
32. Pilot
• 1,700 total flight hours
• Instrument current, 358 flight hours
in actual IMC
• Majority of prior IFR experience in
personal airplane, equipped with
“conventional” instruments
• No flight experience in the accident
airplane or type
32
33. Pilot-Rated Passenger
• Private pilot, no instrument rating
• 68 flight hours in accident
airplane
• Co-builder of accident airplane
33
34. Weather
• Departure and en route: VMC
• Arrival area weather
• 8 miles visibility
• 1,000-foot ceiling
• 4,500-foot cloud tops
34
39. Missed Opportunities
• Declare an emergency
• Utilize ATC - additional resources
will become available if emergency
declared
• Climb into VMC
• Glass cockpit training
39
40. ASI Perspectives
• Pilot-rated passenger familiar with the
airplane, but would not have been
familiar with flying an instrument
approach
• Flight “legal,” but may not necessarily
be advisable
• Glass cockpit does not guarantee
additional levels of safety
• Read and learn from NTSB reports
40
41. Summary
Safety Alert: “Reduced Visual
References Require Vigilance”
• Accident summaries
• Links to educational resources
• “What can pilots do?”
41
42. What can pilots do?
• Preflight planning
• Obtain weather briefing
• Don‟t allow situation to become
dangerous before acting
• Ask for help from ATC
42
43. What can pilots do?
• Prepare for the challenges of
night flight
• Be honest about skill limitations
• Plan ahead with alternatives
43
44. What can pilots do?
• Understand how to use all
aircraft systems
• Manage distractions
• Instrument flying proficiency
• IFR procedures
44
Editor's Notes
Good Morning.Thank you all for taking your time from the numerous Sun n Fun activities to attend my presentation today. I’d also like to thank the FAA for opportunity to speak at their Safety Seminar and Workshop program.On March 12, 2013, the NTSB conducted a Board Meeting on General Aviation Safety and issued 5 safety alerts. One of those alerts, Reduced Visual References Require Vigilance, I will be discussing with you today.This safety alertaddresses fatal accidents that occur in reduced visibility conditions. Historically, about two-thirds of all GA accidents that occur in such weather conditions are fatal. These accidents typically involve pilot spatial disorientation or controlled flight into terrain.[CLICK]
As a background to the rational behind the GA Safety Alerts . . .Each year, NTSB regional investigators investigate about 1,500 accidents, averaging about 4 every day, in which about 475 people are killed.
The most common accident occurrence categories are noted here. In-flight loss of control, although due to various underlying reasons, accounts for the overwhelming majority of GA accidents. This presentation will be considering flight in reduced visibility conditions. These accidents are commonly attributed to spatial disorientation, which results in a loss of control, and to controlled flight into terrain, which may have been preceded by an encounter with IMC.[CLICK]
Becauseof the need for improvement in the decade-long plateau in the GA accident rate, the NTSB has placed GA safety on its Most Wanted List.Education, training and risk management skills can assist pilots, mechanics, and members of the aviation community in reducing this accident rate.
Each safety alert defines a GA safety problem, identifiesstatistics related to the issue, and provides accident case studies. Finally, the alerts highlight practical remedies to mitigate the problem and enhance safety of flight.[CLICK]
Overall, the Safety Alert topics include: aerodynamic stalls at low altitude in daylight visual weather conditions (which is a type of loss of control accident); reduced visual reference accidents (which we will be discussing in this presentation); accidents involving pilot inattention or inappropriate responses to aircraft mechanical problems;risk management strategies for pilots because effective risk management is essential for preventing all types of GA accidents; and, finally, risk management strategies for mechanics because aviation maintenance technicians play a critical role in GA safety.[CLICK]
It should be noted that the accident case studies I will discuss today are for educational purposes. They are not intended to admonish the accident pilots. Rather, they are intended to help other pilots learn and apply the lessons learned to your flying and your decision-making process.
The first accident case study involved VFR flight into IMC conditions, which resulted in controlled flight into terrain. It occurred near Perris, California, on December 20, 2010.[CLICK]
In December 2010, shortly into a VFR cross-county flight, an Aero Commander 680FL airplane collided with mountainous terrain in daylight instrument meteorological conditions about 7 miles north of Perris, California. Theairline transport pilot was killed. No flight plan had been filed.The flight was the pilot’s second attempt at retuning the airplane to it’s home base after the first attempt required a diversion to Palm Springs the previous day.[CLICK]
The pilot had accumulated more than 33,000 flight hours, held an airline transport pilot certificate with multiple type ratings, was instrument current, and had recent experience in the accident airplane.[CLICK]
There was no record that the pilot obtained an official weather briefing prior to the flight, though he did tell a customer service agent at the fixed based operator to hold a rental car for him in case he needed to return to the airport because of weather. About the time of departure the Palm Springs airport was reporting VFRconditions.Weather stations along the pilot’s initial intended flight route were reporting marginal VFR conditions with ceilings that varied between 1,500 feet and 2,500 feet above ground level.NEXRAD weather radar images showed that an area of concentrated precipitation surrounded the area of the accident site at the time of the accident.[CLICK]
GPS data recovered from a portable receiver on board the airplane provided information about the flight path. This map shows the accident airplane’s flight path in red. Surface roadways are shown in yellow.The airplane departed from Palm Springs,[CLICK] and headed west along a highway corridor through a mountain valley pass.[CLICK] For the majority of the flight, the airplane maintained altitudes that kept the airplane about 900 feet to 1,200 feet above the valley floor, but below the peaks that surrounded the highway corridor. About 3 minutes before the airplane collided with terrain, the flight track turned to the southwest,[CLICK]away from a concentrated area of precipitation but directly towards a small, isolated mountain with a 2,700-footpeak; it rose about 1,000 feet above the surrounding terrain.[CLICK](brief pause)[CLICK]
This map shows airplane’s flight path during the final minutes of the accident flight, beginning in the upper right corner of the map. About 1 minute before the airplane impacted terrain, [CLICK]the pilot reported to an air traffic controller he was having difficulty maintaining VFR and he asked for an IFR clearance. The airplane was already in close proximity to terrain at this time and no further communication was received from the pilot. The airplane impacted terrain[CLICK]near the crest of the mountain peak.[CLICK]
This photograph shows the airplane’s wreckage debris field near the summit of the mountain.The NTSB determined that the probable cause of this accident was the pilot’s decision to continue visual flight into instrument meteorological conditions, which resulted in an in-flight collision with mountainous terrain.[CLICK]
In looking at this accident, there are a number of missed opportunities that could have changed the outcome of this flight.There was no record that the pilot obtained an official weather briefing. However, he appeared to have at least some awareness of the possibility of adverse weather along his flight route, as evidenced by his request that a rental car be held for him in case he needed to return because of weather. Although the pilot’s request to hold the rental car shows that he did plan ahead with a flight cancellation alternative, it is interesting to note that he decided to first attempt the flight, rather than cancel it, before using that alternative. There were external pressures on the pilot to complete the flight because the airplane needed to be returned to its home base. However, it is not known why he was motivated to complete the flight that day. Although the pilot asked to pick up an IFR clearance in flight, he had allowed the situation to become dangerous before he made that decision to act. By the time that he made his request, it was too late. He had already encountered the adverse weather, and the terrain collision was imminent.[CLICK]
When we look at the lessons that can be taken from this accident, it really all comes down to decision making.More so, it is about making the right decisions at the right time.And if there is any doubt about the weather, specifically if you can accomplish a flight VFR, that should immediately trigger something in your mind to reevaluate the situation, your competencies, and the airplane’s capabilities . . . and either cancel the flight or make the flight under IFR.Taking off into marginal weather to “take a look” should never be an option. When things start to go wrong, as in this case, you’ve already passed the right time to make a good decision.It’s important to remember that you never HAVE to be anywhere when flying an airplane.[CLICK]
The second accident case study involved spatial disorientation that occurred in dark night VMC. It occurred near Erwin, North Carolina, on July 20, 2011.[CLICK]
In July 2011, a Cessna 182S impacted trees and terrain during a flight that was conducted in dark night VMC. The instrument-rated private pilot and the passenger were returning home from a vehicle auction and were both fatally injured. Shortly after departing on the accident flight the pilot requested VFR flight following services from air traffic control, and stated that his destination was Columbus, Georgia. About 25 minutes after departing, radio contact with the pilot was lost after air traffic control issued the pilot a frequency change.[CLICK]
GPS data recovered from portable receiver provided information about the flight. This map shows the airplane’s flight path in red.The airplane departed from Meridian, Mississippi,[CLICK] and shortly thereafter radio contact was lost here.[CLICK]Upon reaching Columbus, Georgia,[CLICK]the airplane turned northeast toward Erwin, North Carolina. [CLICK]
Sunset and the end of civil twilight occurred nearly 1 hour before the airplane reached Erwin, near this point.[CLICK]The moon did not rise until about 1 hour after the accident.A witness, who landed at Erwin about 1 hour after the accident, reported that the area to the southwest of the runway was a “black hole” due to the lack of ground lighting, and stated that flying in the area could be very disorienting.[CLICK]
This map shows the airplane’s flight track as it approached Erwin. The airplane initially intercepted and tracked the final approach course to runway 5.[CLICK]The airplane then began maneuvering in the vicinity of the runway, turning southeast, -- [CLICK] -- back northwest, -- [CLICK] -- and again southeast, -- [CLICK] -- while climbing and descending to altitudes that varied between 1,300 and 2,500 feet.The airplane crossed -- [CLICK] -- the final approach course for a final time at an altitude of 2,000 feet.[PAUSE][CLICK]
This graphic shows airplane’s flight path during the final seconds of the accident flight, beginning at top of the map.[CLICK]After crossing the final approach path to runway 5 for the final time, the airplane entered a descending right turn.[CLICK]The radar-observed descent rate during the turn exceeded 4,800 feet per minute, as the airplane descended from and altitude of 2,000 feet.The airplane subsequently impacted trees in a right bank, about 1/2-mile from the runway threshold.[CLICK]The main wreckage came to rest partially submerged in the Cape Fear River, about 700 feet beyond the initial impact point.[CLICK]
This photograph shows the wreckage of the airplane as viewed from the south bank of the river.[CLICK]
… and this photograph shows a portion of the wreckage after it was recovered to the shore of the river.[CLICK]
A review of the 79-year old pilot’s flight logs showed that he had not logged any flights within the 8 months preceding the accident flight. The log showed that the pilot’s most recent flight review was completed nearly 5 years before the accident flight. While the pilot did hold an instrument rating, there were no records of the pilot having completed an instrument proficiency check.The log also showed that the pilot had only two tenths of an hour of flight experience at night within the preceding year.The NTSB determined that the probable cause of this accident was the pilot’s loss of control due to spatial disorientation while maneuvering in dark night conditions.[CLICK]
The investigation also discovered that the airplane’s audio system was configured in a way that would not have allowed the pilot to contact air traffic control facilities or activate the pilot controlled lighting at the Erwin Airport, as can be seen in this photograph. (CLICK) If the pilot had inadvertently configured the system in this way, it might account for his loss of communications earlier in the flight and for his maneuvering in the vicinity of the airport as he attempted to activate the pilot controlled lighting there in vain.
In looking at this accident, there are a number of opportunities where the pilot could have changed the outcome of the flight.First, it is possible that the pilot may not have fully understood how to operate all of the onboard systems, including the audio panel. While this may seem innocuous on the surface, as this accident has evidenced, when compounded with other decisions, resulted in this tragic outcomeAfter encountering communication abnormalities, the pilot could have diverted the flight to a nearby airport, or could have landed at one of the many airports he overflew enroute to Erwin.The pilot also could have terminated the flight prior to nightfall in order to troubleshoot the problem on the ground, possibly with the help of a mechanic.Upon reaching the destination airport and not being able to activate the airport’s pilot controlled runway lights, the pilot could have diverted to another airport where continuous night lighting was provided, and where such a disorienting non-ground lit area was not present.
As a pilot and flight instructor, I can appreciate the challenges pilots face in managing the risks associated with each flight, and balancing those risks with the practical considerations of trying to make it to a business meeting, return home to family, or when flying just for the fun of it. As an Air Safety Investigator, I have the unique opportunity to see first hand what happens when pilots are unsuccessful in managing those risks. When an accident occurs in reduced visibility conditions, the results are often fatal, which when juxtaposed against how easily preventable these accidents are, makes them particularly tragic. Additionally, no pilot is immune to the dangers of flying in reduced visibility conditions. These accidents have taken the lives of countless student, instrument-rated, and even airline transport pilots, their friends and family.I truly believe that by following the suggestions provided the Safety Alerts we are discussing today, every pilot can take one step toward making their flights safer, and reduce the likelihood that they or their families will ever have to meet me in a professional capacity.
The third accident case study involved spatial disorientation in day IMC. It occurred near Seale, Alabama, on April 7, 2008.[CLICK]
The accident involved an experimental amateur-built Vans RV-10 airplane that impacted trees and terrain during an instrument approach into Columbus Metropolitan Airport in Georgia. The airplane departed Lebanon, Tennessee, about two hours prior, with an intended destination of Eufaula, Alabama. The private pilot and pilot-rated passenger/builder sustained fatal injuries.[CLICK]
This was one of the first RV10 kitairplanes tobe completedand it was equipped with “Glass Cockpit” primary and backup flight instruments.The flight was intended to be a cross country trip to the Sun ‘n Fun fly-in in Florida with Eufaula as a first stop.The approach portion was flown in daylight IMC - an IFR flight plan had been filed.[CLICK]
The pilot had accrued a total of about 1,700 flight hours.He was instrument current and about one-quarter of his flight time was in actual IMC. However, the majority of his prior IFR experience was in his personal airplane - aCessna Cardinal, which was equipped with “conventional” instruments.I’d like to point out that in my experience with spatial disorientation accidents, this is an unusually high number of actual IMC hours for a GA pilot.Additionally, he did not appear to have prior flight experience in the accident airplane or type.[CLICK]
The passenger was a private pilot with no instrument rating. He had accumulated 68 hours of flight time in the airplane, was the co-builder, and appeared well versed in its operation.[CLICK]
For the first two hours of flight, VMC conditions prevailed.The arrival area weather was VMC, with 1,000 foot ceilings and 4,500 foot could tops.[CLICK]
Here we can see the GPS flight track in red, indicating a total flight distance of about 300 miles.The data indicated that the autopilot was most likely engaged during this flight segment.The approach required a descent into IMC about 25 minutes prior to the accident, as indicated by the orange bracket.[CLICK]
In this image we can see the flight track for the final 20 minutes of flight, covering about a 30 mile radius.The green dotted line indicates the radial for the Eufaula VOR RWY 18 instrument approach, and as can be seen by the track data, the pilot was clearly experiencing difficulty maintaining a stabilized approach.He ultimately requested vectors to Auburn, the direction of which is indicated by the yellow arrow - However, while enroute, he requested a diversion to an airport with an ILS approach. He was subsequently cleared for the Columbus ILS 6, the localizer of which is indicated in blue.As can be seen, he again appeared to experience difficulty intercepting the localizer, with the ultimate location of the wreckage indicated by the white circle.[CLICK]
This flight track of the last 3 minutes paints a fairly graphic picture of the airplanes final moments. The final turn was consistent with a “hook” maneuver, often observed during the last stage of a spatial disorientation accident.On multiple occasions throughout the last 14 minutes of flight the airplane deviated approximately 400 feet above, and 1,200 feet below its assigned altitude. The controller twice relayed low altitude alert warnings, and on five occasions alerted the pilot that he was not maintaining the assigned heading.[CLICK]
The NTSB determined the probable cause as, “The pilot’s loss of airplane control due to spatial disorientation.” - One of the contributing factors washis lack of flight experience in the accident airplane.[CLICK]
Missed OpportunitiesThe pilot did not declare an emergency at any point during the flight. Air traffic control personnel did provide the required assistance, however the pilots declaration of an emergency would have provided them further cues as to his plightand prompted additional resources to become available.The pilot did not initiate a climb into VMC - even though the cloud tops were relatively low.As mentioned, the pilot had no documented glass cockpit or type experience.Conversely, although the pilot-rated passenger had extensive knowledge of the airplane, he would not have been familiar with flying an instrument approach.[CLICK]
The cross pollination of pilot and passenger experiencemeant that while the flight was perfectly legal, embarking on it was not necessarily advisable.In the last 4 years I have investigated nine fatal accidents where spatial disorientation was causal - four of these involved airplanes equipped with glass cockpits.When transitioning into a glass cockpit, training is crucial. Don’t think that if you can use an iPad, you can easily operate a Glass Panel. In fact, a recent NTSB study concluded that training in conventional cockpits does not prepare pilots for safe operation of the many complex and varied glass cockpit systems available.In conclusion, it’s easy with hindsight to pass judgment on the mistakes of other pilots; however, although they probably wouldn’t like to admit it, many of my fellow investigators have themselves at one time or another come close to being a statistic in the NTSB database. I would urge at minimum that pilots simply make a habit of reading, and learning from the mistakes of others.This concludes the staff presentations for this topic.[CLICK]
NTSB accident reports, such as those presented here, provide pilots with a selection of “lessons learned” from which to hone their decision-making skills. Consider reviewing accident reports on a regular basis.In addition, the safety alert provides links to educational resources.It also provides some risk mitigation strategies . . .[CLICK]
Preflight planning is crucial for any flight; however, it is critical for flights in marginal weather conditions. Obtain an official preflight weather briefing, and use all appropriate sources of weather information to make timely in-flight decisions. In-flight resources include ATC and Flight Watch.Don’t allow a situation to become dangerous before deciding to act. Be honest with air traffic controllers about your situation, and ask for help if you need it. The routine use of flight following will allow for immediate assistance from ATC.[CLICK]
Remember that, when flying at night, even visual weather conditions can be challenging. When planning a night VFR flight, use topographic references to familiarize yourself with surrounding terrain. Consider following instrument procedures if you are instrument rated, or avoiding areas with limited ground lighting if you are not. During approach and landing at night, always use and follow any available glideslope guidance.Be honest with yourself about your skill limitations. When in doubt, consider bringing an additional, appropriately rated and current, pilot, or a flight instructor with you. Or consider postponing the flight. Plan ahead with cancellation or diversion alternatives. Brief passengers about the alternatives before the flight.[CLICK]
Seek training to ensure that you are proficient and fully understand the features and limitations of the equipment in your aircraft, particularly the avionics, autopilot systems, and weather information equipment. Manage distractions: Many accidents result when a pilot is distracted momentarily from the primary task of flying. Request the assistance of a non-flying pilot or a passenger when prudent in order to maintain full attention to aircraft control.Obtain instrument flight training and consider getting an instrument rating. Maintain instrument currency and proficiency.Become familiar with minimum safealtitudes during preflight planning and utilize IFR procedures where practical.