Aero-Tips!
A good pilot is always learning -- how many times have you heard
this old standard throughout your flying career? There is no truer
statement in all of flying (well, with the possible exception of
"there are no old, bold pilots.")
Aero-News has called upon the expertise of Thomas P. Turner,
master CFI and all-around-good-guy, to bring our readers -- and us
-- daily tips to improve our skills as aviators. Some of them, you
may have heard before... but for each of us, there will also be
something we might never have considered before, or something that
didn't "stick" the way it should have the first time we memorized
it for the practical test.
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Aero-Tips 10.18.06
Our review of the FAA's "Top 10" causes of pilot-error accidents
(which in turn comprise over 70% of all mishaps) comes to the next
cause category: improper level-off.
Improper level-off from climb may result in a regulatory
infraction or even a traffic conflict, but the real hazard-and the
reason this is a factor in many accidents-is an improper level-off
from descent. More accurately, the lack of a timely level-off is
the real hazard. "Altitude busts" can be deadly if the pilot
descends into obstacles or terrain. This is more frequently an
issue in Instrument Meteorological Conditions (IMC) and/or at
night.
Down in the dark
From the NTSB:
[A twin-engine] aircraft was destroyed when it impacted
trees and terrain... The certificated private pilot and one
passenger were fatally injured, and two additional passengers were
seriously injured... A radar target correlated to be the accident
airplane approached [the airport] from the southwest. The target
maneuvered consistent with entering the airport traffic pattern on
a left downwind leg to land on runway 24. The target continued in
the traffic pattern, descending to 400 feet msl on the final leg of
the approach, where radar contact was lost about 1/2 mile from the
runway threshold. No further radar targets were observed.
Below minimum altitude
From the NTSB:
The pilot [of a corporate jet] requested to... shoot the GPS
[approach] to runway 11... Radar showed the airplane cross the
initial waypoint at 3,000 feet msl, and turn to 116 degrees
approach heading... The airplane descended to 2,500 feet msl [and
then] Approach cleared the pilot to change to advisory frequency...
Radar showed the airplane begin a descent out of 2,500 feet msl.
The last radar contact was... five nautical miles from the airport
on a 296 degree radial, at 2,100 feet msl... The weather
observation...was 300 feet overcast, rain and mist, 3/4 miles
visibility.... Minimum weather for the GPS RWY11 straight in
approach....are a minimum ceiling of 600 feet and visibility of 1
mile for a category B aircraft. An examination of the airplane
wreckage revealed no anomalies.
Avoiding CFIT
Avoid controlled flight into terrain (CFIT), and especially
descent below minimum safe altitudes at night and/or in IMC, by
briefing the minimum safe altitude for each approach segment and
the traffic pattern before beginning your approach, and limiting
distractions during the last 1000 feet of descent. This is part of
my technique for what I call the "Altitude Critical Area".
Aero-tip of the day: Know your altitudes,
minimize your distractions and maximize safety to avoid this common
cause of aircraft mishaps.
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