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Student Pilot
Endorsements (Instructor)
1. FAR 61.87(b) pre-solo
aeronautical knowledge
(name) has satisfactorily completed a presolo written examination
demonstrating knowledge of the portions of FAR Parts 61 and 91
applicable to student pilots, and the flight characteristics and
operational limitations for a (make and model) aircraft.
Different Make and Model (Sign Certificate and logbook)
I certify that ____#_____ meets the requirements of FAR action
61.87 (m) 1 through 3 and is competent to conduct solo flight
in a ___________
REQUIRES
WRITTEN TEST AND RESULTS ENTRY IN STUDENT LOGBOOK.
2. FAR 61.87(c) pre-solo
flight training
"I have given (name) the flight instruction required by FAR
61.87(c) in a (make and model). He has demonstrated proficiency
in the applicable maneuvers and procedures listed in FAR Part
61.87(d), and 61.87(e) and is competent to make safe solo flights
in a (make and model) airplane.
3. FAR 61.87(m) 90 day solo along with license
I have given (name) the instruction required by FAR 61.87(M).
He as met the requirements of FAR 61.87(m) and is competent to
make safe solo flights in a (make and model) aircraft.
Any instructor making this endorsement must
1. Have given student instruction in make and model
2. Found student to meet requirements of FAR 61.87(d) through
(e)
3. Found student competent to make a safe solo flight
4. FAR 61.93(b) Solo landings and takeoffs within 25 miles.
I have flown with (name) and find him competent and proficient
to practice landings and takeoffs at the (name) airport. Landings
and takeoffs at (name) are authorized subject to the following
conditions.
(visibility, winds, duration) Contingent on 90 day solo endorsement.
5. FAR 61.(d)(2)(i) each solo cross-country
I have reviewed the preflight planning and preparations of (name)
and attest that he is prepared to make the solo flight safely
under the known circumstances for (location) to destination via
(route) with landings at (airports) in a (make and model) aircraft
on (date) Contingent on 90 day solo endorsement.
61.93 Cross-country student pilot requirements:
The student must have received and have logged instruction in:
Requirements of 61.87(c)(e)(c)
(1)(i) Charts, dead reckoning, pilotage, compass
(ii) Aircraft performance, all aspects of weather
(iii) Emergencies, adverse weather, off-airport options
(iv) Arrivals, departures, patterns, collision avoidance, and
wake turbulence factors
(v) Terrain as affecting flight operations
(vi) System operations in aircraft
(2)(i) Short and soft field takeoff/landings and crosswind
procedures
(ii) Best rate and angle takeoff
(iii) Four basics in instrument flight and
use of radio and radar.
(iv) Radio procedures
(v) Night flying procedures
--40 hours of flight time
20 hours of dual (at least) to include
5 hours of cross country
3 hours of night, including
One cross-country of over 100 NM.
10 takeoffs and ten landings.
3 hours of instrument flight rtraining
3 hours in preparation for the practical test (60 day limit)
10 hours of solo, including
3 hours of soloc cross-country
One x-country flight of at least 150 NM. with three stops and
one segment of at least 50 NM between points.
Three takeoffs and three landings at controlled airport.
6. FAR 61.93(d)(2)(ii) cross-countries not over 50 miles.
I have given (name) flight instruction in both direction over
the route between (airport) and (airport), including takeoffs
and landings at the airports to be used, and find him competent
to conduct repeated solo flight over that route, subject to the
following conditions...Contingent on 90 day solo endorsement.
FAR 61.93 has a 25-nm limit to keep students close until training
meets FAR 91.93
Every cross-country flight must have a straight-line distance of at least 50 nautical miles from the original departure point.
FAR 61.31(e) High performance airplanes (over 200 hp)
I certify that I have given flight instruction in a high performance
airplane to (name) holder of pilot certificate (number) and consider
him competent to act a PIC in high performance airplanes.
FAR 61.31 Complex aircraft (retractable gear and controllable
pitch propeller.
I Certify that I have given flight instruction in a complex aircraft
to (name) holder of pilot certificate (number) and consider him
competent to act as PIC in a complex aircraft.
FAR 61.39(a)(5) Completion of prerequisites for a practical
test
I have given (name), flight instruction in preparation for a (type
test) within the preceding 60 days and find him competent to pass
the test and to have satisfactory knowledge of the subject areas
in which the applicant was shown to be deficient by his airman
written test.
FAR 61.47 Retesting within 30 days after first failure
I have given (name) additional (type) instruction and find him
competent to pass the (type) test.
Spin Knowledge
FAR 61,105 (6)
I have given _________#____ the flight training and ground instruction
in stall awareness, spin entry, spins and spin recovery techniques
as required by FAR 61.105 (6) and find him competent in this area.
(See SPINS)
Actual spin not required but recommended.
Spin awareness
I certify that I have given _____holder of pilot certificate #
________ ground and flight instruction in stall awareness, spin
entry, spins and spin recovery technique and find that he/she
meets the knowledge requirements required under FAR 61....see
above. Signed...
The first solo is deceptive in that it overcomes much of the tension related to, "can I do it?" The next few lessons need to be tightly controlled since the confidence level is likely to exceed the competence level. Poor performance and attitudes require the instructor to be more demanding and critical in order to re-establish attention.
Ask questions that require explanation and insight into systems and procedures. Supervise the flight preliminaries and carefully review the requirements of the next few flights. Make it clear that all solo flights require instructor approval.
Once way of retrieving student attention is to introduce some advanced landing and takeoffs. Do this to establish a line for the student to see how much more there is to know. Review ground reference and send him out to practice. Make it so that each flight has a required series of maneuvers with PTS levels required.
When you fly solo you are self-instructing to prevent self-destructing. All at once you realize that in spite of all you have learned there is even more you don't know and need to know. Solo flight is truly an eye opener. Every flight is a new learning experience regardless of your pilot time.
Every flight begins by thinking about everything related to the flight. Get your priorities in order before going to the airport. Make the checks of yourself, weather, scheduling and instructor approval required. Think through the flight by looking over the airport guide, frequencies, checkpoints, what you will say when, course, altitude and alternatives. Think through similar former flights and think/plan to anticipate events before they happen. Relive previous mistakes so that they don't become habitual. Getting away with a mistake is a sure way to have it grow into a bad habit. Don't 'instruct' yourself into accepting poor performance. Get the training you are paying for, even when solo. Every solo flight is a checkride where you are the pilot, instructor, and examiner. Tape every flight and save the tape.
Every solo flight will have the good and the bad. You will know some and be deficient in part. While you may not know what you don't know, talk into the tape as you feel insecure, uncertain, or concerned. Play the tape back immediately after the flight and again ten years later. You will learn something new on each playback. Feel free to call your instructor regarding your flights. Cover everything, the good and the bad.
Developing a self-improvement flying program as a solo student pilot should carry over as a practice into your flying career. Some pilots, once they have acquired a license and a few hours seem to quit learning. It almost as though they have taken a dose of medicine that prevents any further accumulation of knowledge and skill. Don't let it happen.
A new pilot today is entering a world where airplanes are safer, easier to fly, navigate themselves, and often proceed with the pilot only as a monitor of what is happening. It's a new world. If you are not careful you will find some vital habits atrophying such as looking out the window, knowing where you are, seeing traffic, and even flying the airplane. Watch out or the fun will be gone, too.
Unless you deliberately write out your standards you are apt to be willing to accept less than your best. Do not make too many solo flights as your own instructor without a phase check by the instructor. Bad habits are quick to arise and difficult to eliminate. Make a list of the skills you dislike, avoid, or feel insecure doing. Work on how smoothly you can make a transitions from one configuration or airspeed to another.
For one thing we will start working out fuel consumption figures for 85K. Top off tanks after landing. Up to now we have been burning fuel; now we will start managing fuel. As part of every flight we will fill the tanks up to the departure level and determine consumption. Then we will take to POH and compute fuel used for taxiing, runup, cruise, and descent. After doing this a couple of time we want to start estimating (not guessing) fuel burn for our flights and then comparing our estimate with actual. Make a fuel log for each flight with time for each power setting in every flight regime. Keep the fights in sequence and you will begin to see a pattern develop.
When solo you are the instructor who much pre-plan the elements that you expect to accomplish during your solo flights. Write out the lesson as you expect to fly it. Airspeed control, altitude parameters and heading variations are all a part of your program. Slow flight, stalls, steep turns, ground reference, radio procedures and all sorts of arrivals, landings and go-arounds are included. Locate emergency fields but don't practice emergencies. Spiral descents should be planned to come out over a particular point at 1000'.
When you get back to the airport study the area chart and the sectional. Try to find questions to ask the instructor. Every new issue has significant changes. Read at least one chapter of the POH. Do a weight and balance sequence by varying the passenger load so that less than full fuel will be required. The life of your newly acquired skills is limited by the frequency with which you provide reinforcement. How often you fly is more important than the duration. If you go through the entire regime of a dozen touch-and-goes will not provide the skill reinforcement of an inter-airport flight.
Every flight should be a skills-reinforcement and development flight. Before you get into the aircraft write out the tolerances you expect to meet. Select an altitude tolerance of + 20 feet, a heading variation of + 5 degrees, and + 5 knots of airspeed over ever increasing lengths of time. Try starting at two minutes in climbs, level and descents. Stick these parameters on an oversized print out on the panel. When you bust a parameter, start over.
Every skill of taxiing should be within one foot of a real or imaginary taxi line, Every stop should be + 10 degrees of selected heading and + 1 foot of a selected line. Takeoff should rotate to attitude that allows liftoff + 3 knots of recommended. Wind correction is applied immediately + 10 degrees margin for parallel runway. Runway check is made at 300 feet. Within 100 feet after takeoff aircraft is at Vy + 3 knots and trimmed hands off on heading + 5 degrees. Ball centered throughout.
Initial level off is anticipated and acquired within + 50 feet and corrected for hands off within one minute. Heading throughout level-off is + 5 degrees. For VOR tracking, fly a pre-selected heading and fly it + 0 tolerance long enough to resolve next required heading. Altitude + 20 feet.
Descents to pattern altitudes should begin early enough to allow retention of power at a reduced level. Base you selection of when to initiate your descent on time. The time will vary with your groundspeed so always figure in the effect of wind. Use the vertical speed indicator. (VSI).
Landings are performed with pattern altitude + 20 feet and all speeds past the numbers + 3 knots and correcting. Trim setting always for hands-off. All power changes are reductions, all yoke movements are back. Touch down is always in the first third of the runway or for accuracy +200 past a point selected abeam the numbers.
The first post-solo flight will be to Napa. Before departure we will review all radio procedures and visual check points to be used in both directions. We will make a full stop landing at Napa and a taxi back. On departing Napa I will advise ATC that you will be coming back in about 30-minutes to do a repeat as a solo student pilot.
When we get back to CCR, we will taxi to the base of the tower and I will do the required paperwork and send you on your way. I will wait in the tower until your return to the East Ramp.
The process will be repeated to Livermore, Oakland and Rio
Vista. At the end of this series you should have acquired knowledge
of the area, its visual checkpoints, airports, and airport procedures
sufficient to make you competent for repeated solo flights. The
next training flight will be a cross-country.
Fuel/electric
accidents;
...General Aviation Accidents:... 1989-1993
in the USA; ...1995 statistics; ...Learning; ..Recall;
...Written test; 1995
figures; ...About accidents; ...The Why and When of Accidents......Engine
failure accidents; ...Probable Causes...Engine component failure accidents; ...
Descending Order of Mechanical Failure;
...Retractables; ...Fixed
Gear Accidents; ...Night Accidents;
...Mountain Accidents; ...Wire
Strikes; ...Wake turbulence; ...Shoulder Harness; ...Weather
Accidents; ...Accidents by Experience
Level;... IFR rated pilots; ...Non-IFR Pilot;
...Why accidents?; ...Coffee;
...Alcohol; ...Smoking;
...Data for the West 1992....Fatalities
and Survival; ...Stall Spin accidents;
...Forced Landings; ...Fuel
accidents; ...Nice to know information;
...Aviator's lies; ...Flight
contradictions;
...Where Accidents Happen; ...Accident
precipitating causes 1991; ...ATC problems
in Descending Order;
...FAR Violations in descending order;
...Midair accident last 10 years; ...Historical Midairs ;...More
on Mid-airs ;
...Controlled flight into Terrain; ...Bird Strikes;
1. Experience level of the pilot does not seem to matter in
fuel related accidents.
2. 86% of aircraft fires are caused by electrical component failure.
3. Only 6% of aircraft fires causing accidents occur in flight.
4. 5% of accidents are fuel related:
5. 60% of the 5% the aircraft is out of fuel (3%)
6. 30% of the 5% the aircraft is starved with fuel aboard (1.5%)
7. 10% of the 5% the aircraft has contaminated fuel.(.5%)
General Aviation
Only three out of every 1000 people in the US are pilots.
Out of 67,000 licensed instructors in the U. s. only 15,000 are
active.
Only 6% of the U.S. women are pilots.
Women pilots threaten some men's macho identity. Some men think
that they are losing status by sharing the skies with mere women.
I have found the women pilots I have taught to be better, over
all, than the men.
Sayings:
Plan for the worst and ask for ATC help up front.
The best way to hurry up is to slow down.
Best way to learn is by doing or by not doing, something
1. 51% of pilots were
between 40-49
2. 71% were private pilots
3. 52% had below 500 hours
4. 46% had less than 100 hrs in type
5. 77% were not IFR rated
6. 57% less than 20 hrs IFR instruction
7. 55% got weather briefing
8. 80% not on flight plan
9. 83% were single engine
10. 62% owned airplane
11. 75% flying for personal reasons
12. 62% in cruise phase of flight
13. 61% crashed in fog
14. 75% were killed
15. 72% of aircraft were IFR equipped
16. 97% of accidents were pilot error
17. 42% of accidents were caused by misuse of weather data
18. 40% of pilots had no weather briefing
19. 30% of accidents caused by pilots mishandling aircraft
20. 14% of accidents related to poor judgment, planning or decision-making
21. 35% of VFR into IFR occur at night
22. 11% of people in VFR to IFR conditions survive accident
23. 50% of fatal accidents were by pilots who had over 500 hours.
24. 80% are caused by pilot error:
25. 20% of the 80% are caused by low level flight (16%)
26. 20% of the 80% are caused by flight into weather (16%)
27. 20% of the 80% happen in airport vicinity (5 miles 3000')(16%)
…Accident__________Deaths_
1. Highway Accidents.... 228,000
2. Murders.................... 120,000
3. Home Accidents ..........105,000
4. falls............................. 62,000
5. Job accidents.............. 47,000
6. Pedestrians Killed ........33,500
7. Poisonings ..................26,000
8. Drownings ..................23,000
9.Fires ............................21,000 (90% caused by cigarettes)
10. Ingesting Food? ..........15,000
11. Boating Accidents........ 4,600
12. Bicycle Accidents......... 4,000
13. Railroad crossing ..........3,000
14. Animal vehicles ...............400
15. Major Airline Accidents ...265
16. Commuter Line Accidents 132
Most flying decisions
are easy if the decision is based upon safety. Being safe does
not mean without risk. Engine operations are safe but some 8 percent
of accidents are caused by engine mechanical failure. Flight training
makes up 20% of total flight activity but only 12% of the accidents.
Midairs make less than 1.2 percent of aircraft accidents. Alcohol
and drugs barely appear. Takeoff and landings make 50%. Pilot
error 65% base cause of accidents. Risk of drowning at home in
your bathtub is five times greater than of dying in an aircraft
accident.
The influenza epidemic of 1918 killed over 500,000 in the U.S.
and many millions more in the rest of the world. More people than
have died in all the wars of the world.
Those big jets are pretty safe! The brochure made a comparison
that your odds of dying in a commercial airliner are about the
same as being struck by a meteorite!
Approximately 20 accidents per year occur because of deliberate
flight in or near thunderstorms.
--11% hearing
-- 83% seeing
Recall
--10% of what
you read
--20% of what you hear
--30% of what you see
--50% of what you see and hear
--5% of what student says
--90% of what students say as they do.
After 3 hours..............
...After 3 days
Lecture 70% recall ..........10% recall
Demonstration 72% .........20%
Lecture + Demo 85% ......65%
Private Pilot written
tests:
1. 92% of those taking test pass
2. Average grade is 85%
3. Regulations 88.4
4. Weather 86.3
5. Flight Planning 84.8
6. ATC/AIM 81.0
7. Enroute 85.1
8. Physiological 98.7
9. Basic Instruments 85.5
You go to school to
make mistakes. If you must make mistakes, make them new ones.
If you don't make any mistakes you have wasted both time and money.
On average, it takes 71 hours to get a pilots license. This average
could be ten hours less if students would fly more often.
If the student thinks he ought to know it, he won't ask it.
The odds are overwhelming that your being involved in an aircraft
accident will occur within 100 miles of your home airport.
The accident will be on takeoff or landing.
About 45 aircraft accidents occur every week only three are due to mechanical failures. Six out of every seven accidents caused by some mechanical failure result in no or only minor injuries. 25% of the injuries caused by the one in seven accidents where people are injured should not have resulted in injuries had proper procedures been followed.
Use of shoulder harnesses
in all seats will reduce major injuries by 88% and fatalities
by 20%. Retro-fit harness kits are available, not cheap but affordable.
The FAA has not made installation easy. Not wearing an available
harness is a violation of FAR 91.107
40% of the mechanical failures had to do with failed parts.
28% had to do with fuel/air problems.
8% had to do with ignition/electrical problems.
16% were from other causes such as controls
1. One fourth of forced
landings are related to maintenance or mechanical failure.
2. 1/3 accidents in landing.
3. 1 in 5 accidents during takeoff.
4. 30% takeoffs and landings
5. 6% ground taxi
6. 6% collision with objects
7. Nearly 80% of all accidents take place during takeoff, approach,
and within 2000' of the ground.
8. 90% of the accidents are generic (a matter of proficiency)
and not specific to the aircraft.
9. The most likely aircraft accident will occur while taxiing.
10. The most dangerous times to fly is between 50 and 500 hours.
11. It is suicidal for a pilot with between 50 and 500 hours to
taxi a plane that has been worked on by a mechanic.
12. Only 14% of serious (injury/death) accidents on takeoff are
related to actual power failure.
13. At least another 14% occur because of incorrectly perceived
power failure due to performance influenced by density/wind .....conditions.
14. The first ten hours in type are the most dangerous.
15. Accident frequency curves do not decrease until after 200
hours in type.
Engine failure accidents:
--22% of all accidents
-- 4% only partial failure
--30% undetermined reasons
--Carburetor icing
--30% of which occurred during T/O or cruise
-- Pilot corrected cause after crash
--Mysterious event
1. Lycoming engines
fail twice as often as Continental
2. Engine size has no effect of frequency of failure
3. 43% mechanical
4. 1 in 5 accidents during cruise. Cruise flight accidents due
to weather and fuel.
5. 1 in 3 engine/prop
6. 1 in 4 due to gear or brakes
7. 1 in 6 due to fuel--Fuel exhaustion is most common factor.
8. 18% of engine type accidents caused by engine failure unrelated
to pilot induced failure.
9. 1.296 per 100,000 flight hours
10. Pneumatic system is 1:40,000 IFR flight plans filed.
11. 25% of all accident occur after partial or total loss of engine
power.
12. When planes switched from piston-powered engines to jet engines
in the 1960s, they immediately became more reliable by a factor
of 10.
1. Clogged fuel system
2. Throttle/mixture control
3. Oil line
4. Clogged carb/injectors
5. Connecting rods
6. carb/injector failure
7. Magneto
8. Exhaust
9. Valve
10. Crankshaft
11.Fuel Pump
12. Cylinder
1. One gear-up landing
occurs on average every day in the U. S. 5% of retractable accidents
are gear-up landings
2. Accidents most likely in retractables before 25 hours in type.
3. 7 out of 10 accidents in retractables are caused by pilot error.
4. 4% Fuel mismanagement
5. 3% mid air, near mid-air, stall/spin, non-compliance with clearance
--1 in 7 accidents
result in a fatality in fixed gear aircraft
--8 of 10 fixed gear accidents due to pilot error.
--1 in 10 fixed gear accidents due to mechanical fault.
--Pilots of fixed gear most likely to have accident in first 100
hours.
--Accidents most likely in fixed gear before 20 hours in type.
1. Night emergency
landings are 1.5 times as likely to result in a fatality.
2. 7% of flying is as night; 25% of the accidents; 46% of fatalities.
3. At night over 90% of your emergency options are gone.
4.m 47% of fatal weather accidents occurred at night.
--40% more than in
flatlands.
--155% higher at some airports.
--1 accident in 20
is a wire strike
--A wire strike will occur below 200' AGL in VFR
--92% occur below 200' AGL
--90% occur below 100' AGL
--85% within 100' of surface
---46% of wire strikes are fatal
--77% due to pilot error
--General Aviation had 60% of strikes
--5% were around airports
During last five year
period:
--7 encounters resulting in accidents
--12 encounters on approach with 2 fatal accidents
1. As of 1975 4 out
of every 5 people ever killed in airplanes since the Wright brothers
would have been alive if they had been wearing shoulder harness.
2. 50% of those in front seat wearing shoulder harness uninjured
in accident while 13% died.
3. 50% of seat belt only died.
4. 88% of seriously injured in aircraft accidents would have been
much less injured with shoulder harness.
5. Out of 500 severe accidents 20% more passengers would have
survived with shoulder harness.
1. Ice accidents:
One per year in California Indiana is worst with almost 2 a year.
4 of the 5 California accidents occurred .....between October
and March.
2. 46% of flying fatalities are weather related.
3. 50% of these pilots had over 500 hours.
4. 28% of these pilots had instrument ratings.
5. 47% of these weather accidents occurred at night.
6. 71% involved violation of FARs
7. 10% of winter accidents are caused by "cold" alone.
8. Cold weather accidents result in 50% fatalities
9. Most winter accidents occur on the western slopes of mountain
ranges such as the Sierras
10. An average of 44,000 thunderstorms occur each day throughout
the world.
11. A Thunderstorm is never as bad on the inside as it appears
on the outside. It's worse.
12. 1/4 of all accidents are weather related.
13. Tampa, Florida is the storm center of the U.S. with an average
of 94 thunderstorms a year.
14. 1 accident in 61,900 hours in VFR conditions
15. No weather conforms to the weatherman's opinion of it.
16. Wet air is LIGHTER than dry air.
17. When a forecaster talks about yesterday's weather, he's a
historian; about tomorrow's he's reading tea leaves.
18. If it's lousy weather here, it's probably good weather where
you're going.
19. 1 in 10 accidents involved weather.
20. Only 6.5 of accidents are caused by wind.
21. Only 10% of these result in fatalities.
22. High-wing planes are 2 times more likely to have wind related
accident.
23. A weather related accident is 2.5 times as likely to occur
if the pilot has not obtained a weather briefing
-- Less experienced
pilots are more susceptible to accidents.
---Flying less than 10 hours in 30 days or less than 25 hours
in 90 days greatly increases accident vulnerability.
----Pilots with over 5000 hours have lower accident rate of any
pilots with 1000-5000 hours.
-----Only 10% of U.S. pilots have over 400 hours
--1 accident in 4,459
hours in IFR conditions
---1 accident in 61,900 hours in VFR conditions.
----44% of serious accidents involve VFR into IFR
-----80% of fatal accidents result from non-IFR rated pilots flying
into IFR conditions.
--1 accident in 12,186
hours in IFR conditions
--1 accident in 94,819 hours in VFR conditions.
-- An instrument pilot is most vulnerable with less than 100 hours
instrument time.
-- In 28% of fatal accidents the pilots had instrument ratings.
1. 75% of accidents
involve poor pilot judgment with reference to his ability, knowledge,
or capability.
2. Ego is the greatest single factor initiating poor judgment
decisions.
3. In a given period, 80% of the accidents are set up by the human
performance of the pilot.
4. 40% of these accidents are due to the selection of an improper
procedure
5. 40% of these are due to the improper use of equipment
6. 20% are due to improper decision making
7. Flying is 90% knowing what to do and 10% doing it.
8. One out of every five General Aviation aircraft do not have
radios. When you fly into a seldom used airport expect to meet
...such an aircraft.
9. The average time to find an aircraft with a filed flight plan
is 38 hours. Without a plan it is three days.
Thoughts on Thoughts
1. Flying is not dangerous; crashing is dangerous
2. Flying is the perfect vocation for a man who wants to feel
like a boy, but not for one who is.
3. There are five ways to fly: the right way, the wrong way, the
company way the captain's way and the instructor's way. Only one
counts.
4. Pilots underestimate the probability of any particular event
happening to them.
5. Standard checklist practice requires pilots to read procedures
used every day and recite from memory those needed once every
five years.
6. An airplane may disappoint a good pilot, but it won't surprise
him.
7. The nicer an airplane looks, the better it flies.
8. There are three rules for making a smooth landing: Unfortunately,
no one knows what they are.
9. Any pilot who does not privately consider himself the best
in the game is in the wrong game
10. Any attempt to stretch fuel is guaranteed to certain to increase
headwinds.
11. One hole in the overcast is better than 10 published approaches.
12. A control tower tape that supports your version will be "accidentally
erased."
13. The accident rate (1991) per 100,000 hours of flight is down.
However, while the product (airplane equipment) factor ....rates
are on the decrease, human factor rates have increased.
14. Most poor landings occur because of failure to utilize ground
effect.
15. Flying straight and level is one of the most difficult skills
in flying.
16. A well rigged airplane trimmed for a level 30 degree bank
is stable in that bank …yoke level to the cockpit.
17. Flying is where left handers of the world get even.
18. When you become confident, be three times as careful.
19. Lift is not always opposite weight. In a turn some lift "lifts"
the plane into its curved path.
20. The turning radius of an airplane increases, and the ability
to change course (rate of turn) decreases with the square of the
....aircraft velocity.
21. The rudder does not 'turn'.
22. Pilots walk funny because of the rudder.
23. When taxiing you may correctly turn the yoke to the left while
turning right.
24. Back elevator does not always give 'up'.
25. Turning the aileron to raise the wing doesn't always work.
26. Flaps are not designed or intended, primarily, to slow the
plane.
27. Bad decisions tend to follow bad decisions.
28. 50% of fatal accidents are caused by a series of judgmental
errors.
29. "Dragging" a wing low can make 100' a minute climb
rate loss. If you do not climb wings level on takeoff, you will
be lower ....than you could be in the event of engine failure.
The same logic applies for climbing at Vy during takeoff.
30. A constant landing approach angle is determined by airspeed.
31. The last thing you learn to do well is to taxi.
32. A steep landing approach gives better aim than a shallow one.
33. The trim wheel is moved 'backwards'. Moving it up lowers the
nose; moving it down raises the nose. This is because you .....actually
have hold of the 'tail' end of the trim wheel.
34. A comment about how well things are going is a guarantee of
trouble. Never whistle in the cockpit.
35. One peek at the ground is worth a thousand instrument scans.
36. Half of the cost of a new aircraft is for product liability.
Only 17% of all the money paid out by manufacturers in claim ....settlement
ever reaches the original claimant.
37. 1% of all plane crashes are related to medical problems
Coffee causes dehydration. 15% dehydration causes 40% decrease in flying coordination. Water by volume X 1.5 is needed to replace dehydration caused by coffee.
1. In accidents from
'78 to '87 6% of G.A. pilots had blood alcohol level of at least
.04% by weight. 670 people were killed in these accidents.
2. NO 1997 alcohol related accidents.
1. A smoker of 1 and
1/2 packs a day, will ingest into his lungs a radiation level
of 8000 millirem just from cigarettes in one year.
2. 500 millirem annually is the top of the "safe limit"
for nuclear workers.
3. Such a smoker exceeds the safe limit by 16 times. This is equivalent
to 300 chest X-rays a year.
4. The radio active residue from cigarette smoke (radium-226,
radon-222, lead 210, and poloniun-210) remain in the lungs as
....hot spots for up to five years.
5. If you are with smokers for one hour you are breathing in the
equivalent one cigarette, radiation and all.
6. A smoker starts a sea-level flight at 3000'
7. The pilot who smokes is a hazard to himself and other pilots.
8. Smoking exacerbates the negative effects of altitude, carbon
monoxide, and lack of fluids.
9. The probability of becoming a pulmonary cripple and not being
able to fly, alone makes it worthwhile stopping.
10. One cigarette is supposed to take four minutes off your expected
life span, think how much flying you won't do.
11. I expect the day to come when smokers will be unable to become
pilots.
12. At a given age (any age) 11 smokers die for every non-smoker
who dies.
13. The smoker, on the average, dies 10 years before the average
non-smoker who dies.
14. Every 53 seconds in the U.S. a smoker either quits smoking
or quits breathing.
15. The peripheral vision of the smoker is reduced by approximately
39% from what normally would be available.
1. 82% of accidents
did not involve fatalities
2. 40% landing accidents
3. 17% fuel problem
4. 7% mechanical (landing gear etc.)
5. 9% engine problem
1. 90% of people involved
in ditching accidents survive.
2. Only 1 out of every 6 airplane accidents results in anyone
being hurt or killed.
3. Any accident that occurs in normal landing sequence and configuration
has 80% survival rate.
4. In 1991 41,150 died in auto accidents, only 49 died in major
commercial airline accidents.
5. 46% of flying fatalities are weather related.
6. 1/3 of serious accidents are cause by poor preflight inspections
7. 50% of fatal accidents caused by a series of judgmental errors.
8. Flying less than 10 hours in 30 days or less than 25 hours
in 90 days greatly increases accident vulnerability.
9. From '75 to '86 VFR into IFR had 4% of accidents and 19% of
fatalities.
10. Fatalities occurred in 72% of the VFR into IFR accidents from
'75 to '86
11. BFR (Biennial Flight Review) does not seem to detect flying
deficiencies.
12. Add 10-15 % to takeoff/landing performance data to account
for present aircraft performance since new.
13. A 2% uphill gradient can add 50% to the takeoff distance under
adverse conditions.
1. 60% of stall/spin
accidents take place during the takeoff/ landing phases of flight
2. 66% of general aviation accidents have as major factors failure
to maintain climb/approach speeds.
3. Low wing aircraft increase rate of spin just prior to recovery.
4. Fewer than 5% of all spin accidents occur high enough above
the surface to allow normal recovery.
5. About 8% of general aviation accidents are spin related and
account for nearly 25% of the fatalities.
1. If altitude permits,
glide range may be increased if propeller is stopped.
2. Speed half way between best rate and best angle of climb is
duration glide speed.
3. A fair field with maneuvering altitude is better than a good
field which requires a stretched glide.
4. Hit the softest, cheapest thing you can, as slowly as possible.
5. There will be one forced landing for every 200,000 flying hours.
Hope to fly that long.
6. An airplane at 3000' has over 75 square miles of emergency
landing area available. At 5000' there are 270 square miles available
to have an accident. Cars should be so lucky.
7. 40% of pattern flying is such that the runway could not be
made in the event of engine failure.
8. Less than 5% of fixed gear single forced landings result in
serious injuries to occupants.
9. C-150/152s are over twice as likely to be involved in a forced
landing compared to C-172. (Mostly due to air ...contamination
of fuel tanks.)
10. 14% of daytime forced landings are serious
11. 20% of night forced landings were serious
12. 25% of instrument condition forced landings were serious.
13. Road forced landings are statistically safer.
14. A crash at 85 knots will be twice as severe as one at 60 knots.
15. The goal of a forced landing is to arrive slowly but under
control. Faster is preferable to loss of control.
16. Ground contact at minimum controllable will have an impact
less than a car-to-car collision.
17. Returning to the airport on takeoff is a proven killer during
engine failure emergencies. If you haven't taken remedial ....instruction,
don't do it.
18. In the event of engine failure, excess airspeed is lost before
altitude. Use it to gain altitude.
19. At engine failure, removing flaps will extend your glide.Flight
Reviews do not seem to detect flying deficiencies.
1. The number one
cause of engine failure is lack of fuel.
2. 10% of General Aviation accidents are caused by fuel related
mistakes.
3. 50% of all fuel related accidents occur within ONE mile of
the destination airport.
4. Half of all forced landings are causes by air pollution of
fuel tanks.
5. Just keeping fuel in the tanks would prevent half of the forced
landings.
6. Fuel contamination causes 10% of forced landings.
7. In most instances of fuel related accidents the pilot has elected
to fly right past refueling points.
8. Common cause of engine failure is air contamination in the
fuel tank.
9. 1 in 7 accidents due to fuel mismanagement.
10. Multiply horsepower by .09 to give gallons per hour consumption
with safety factor.
11. The mortality rate of fuel related accidents is quite low.
Probably because pilot is aware of his problem and has been doing
....some serious 'what if' planning.
12. Low wing aircraft have twice as many fuel related engine failures
as do high wing aircraft.
13. An airplane may be too heavy to safely or legally land. The
gear may be able to withstand the stress of takeoff. This is why
....some aircraft are made capable of jettisoning fuel prior to
landing.
14. It is possible to have too much fuel on a flight. (When you're
on fire.)
1. Multiply horsepower
by .09 to give gallons per hour consumption with safety factor.
2. Most aircraft performance is 50% less at 7000' when compared
with sea level.
3. A 10 knot tail wind doubles the required landing distances.
4. Wet or icy fields can increase landing ground roll 100%.
5. A slightly rolling wheel provides more braking than a skidding
wheel.
6. The most dangerous time to fly a plane is just after a mechanic
has worked on it.
7. Right comes in several different forms.
8. All tower clearances are only permissive.
9. Vertigo sensations cannot be prevented, they can be ignored.
10. You will never be ready for an emergency landing.
11.Less experienced pilots are most susceptible to accidents.
· Accidents are the result of avoidable or preventable
situations. (Stay in bed)
· One of the safest times to fly is while learning.
· Courtesy is a most effective flying lubricant.
1. The weather will
be all right
2. We will be on time, maybe even early
3. Sudden turbulence spoiled my landing.
4. I only need glasses for reading.
5. I broke out right at minimums.
6. You don't need to worry about weight and balance.
7. If we get a little lower I think we'll see the lights.
8. We shipped the part yesterday
9. All you have to do is follow the book.
10. This plane outperforms the book by 20%
11. I have 5000 hours total time, 3500 are actual instrument
12. No need to look that up, I've got it all memorized.
13. Sure I can fly it.
14. We'll be home by lunch time.
15. Your aircraft will be ready by 2 o'clock.
16. It just came out of maintenance - how could anything be wrong?
17. I thought you took care of that.
18. I've got the field in sight.
19. I've got the traffic in sight.
20. Of course I know where we are.
21. I'm sure the gear was down.
1. The rudder is not
used to turn the plane. ...Rather, it keeps the nose straight.
2. Just adding power causes you to go slower.
3. Diving for the runway makes you land longer.
4. Raising the nose can bring you down faster and over less distance.
5. Three aircraft instruments will work as well off the plane.
Thermometer, compass and a wind-up clock
6. The top of the wing lifts the airplane.
7. The tail of a plane pushes down in flight.
8. A good landing is made by trying not to land.
9. Cross wind landings are correctly made on one wheel.
10. While going north and turning right the compass goes left.
11. To go to a heading on the compass you turn away from it.
12. Right rudder is often used in a left turn.
13. Left aileron is often used in a right turn.
14. An airplane glides best with its nose up.
15. Oil temperature indicates engine temperature.
1. Only 8% of midairs
are from head-on. 42% are between airplanes flying in the same
direction.
2. Pilots, as a group, are getting older.
3. Highest accident rate is in personal/pleasure flying
4. Second highest area of accidents is instructional flying. 306
accidents, 31 fatal, 53 fatalities. (year?) Most occurred during
student solo.
5. 65% during landing phase.
6. 1/3 accidents in landing.
7. 1 in 5 accidents during takeoff.
8. 45% of all accidents occur during takeoff and landing
9. Instructional accidents occur at a rate of 6.5 per 100,000
hours of instruction. This is half the personal rate.
10. 70% of the instructional accidents occur during the takeoff
landing phase.
1. Inadequate preflight
and/or planning
2. 1/4 of all accidents are caused by inadequate preflight.
3. Failure to obtain and/or maintain flying speed
4. Failure to maintain directional control
5. Improper level-off
6. Failure to see and avoid objects or obstructions
7. Fuel mismanagement
8. Improper decisions or planning
9. Misjudgment of distance and speed
10. Selection of unsuitable terrain for landing/
11.Takeoff
12.Improper operation of flight controls
1. Non-adherence to
clearance, FAR's, or published procedures.
2. Erroneous penetration of airspace - TCA's, ARSAs, or control
zones.
3. Airborne conflict
4. Altitude deviations
5. Equipment problem
1. Careless or reckless
operation
2. Compliance with ATC clearances and instructions
3. Failure to meet requirement for certificate, rating and authorization.
Especially medical certificate. Only 72% of pilot accident victims
were current and legal for the phase of flight to the accident.
4. Non-compliance with ATC clearance and instructions.
5. Failure to get required clearance at tower airport.
6. Proper registration certificate missing.
7. Non-airworthy aircraft.
8. Failure to maintain minimum safe altitudes.
1. 236 incidents
2. 132 accidents with 56% fatality rate
3. 3 air to air contacts per month
4. 1 fatality every two months
5. 55% near airports
6. Non-standard pattern and sun angle factor
7. 34% flight instruction
8. 92% VFR conditions even if IFR flight
9. Biplane increases risk
10. 10% during formation flight
1. 766 midairs 1807
fatalities
2. 44% of midairs have no fatalities
3. 19% General Aviation Vs Air Carrier no fatalities
4. Midairs constitute less than .1 of 1% of accidents(1/1000)
5. VOR's are source regions for 46% of mid-air near misses.
6. 50% to those involved in midairs have less than 1000 hours
of flying.
7. 5% of pilots are having 50% of midair accidents?
8. In the U.S. there are an average of two mid-airs a month. Of
These 99% are caused by failure to see.
9. 80% occur below 300' close to an airport
10. 52% of midairs are in high wing which make up 38% of total
aircraft.
11. 50% of midairs caused by faster low wing overtaking high wing.
12. 90% not on a flight plan (so what)
13. 4% on IFR plan
14. 96% in daylight
15. 14% at night. (only 4% of flying at night)
16. 70% below 3000'; most of these below 1000'
17. 50% in training
18. 80% overtaking
19. 10% crossing
20. 70% within 5 miles of airport and 3 minutes of takeoff or
8 minutes prior to landing
21. 30% over VOR's
22. 80% on final, 8% on base, 2% downwind
1. Over half of the
people involved in midair accidents were survivors.
2. The probability of a midair accident is one in two million
as of 1987. You are more apt to collide on the ground.
3. General Aviation planes are in 95% of midairs.
4. Most midairs/near misses occur in severe VFR.
5. Midairs account for about 2% of aircraft accident fatalities.
6. The most likely place for a midair is in the traffic pattern
at an uncontrolled airport.
7. 20% of the midairs involved a flight instructor in one plane.
8. If all U.S. General Aviation aircraft were flying at the same
altitude and speed, they all could be in the air over Arizona
at the same time and still have more than a square mile in each
direction in which to maneuver
On Homebuilts:
1. One in five first
flights have major difficulty
2. Majority of accidents are in first and second flights
3. Pilot error is the primary cause of homebuilt accidents
Accidents occur when situational awareness is compromised and account for 25% of aviation accidents.
A serious problem
costing over $150 million per year in aircraft damage and occasionally
a life.
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