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Loss of Control (LOC) needs to be Re-Examined
By Quest Richlife
Mark Twain was a stickler when it came to using the right word in the right spot for the right effect. I feel the same way about the prevalent misuse of the phrase “Loss of Control” (LOC) within the aviation community, and it should be addressed.
LOC is an inaccurate nametag for basic pilot error. This pilot error continues to be the cause of a high percentage of aircraft accidents, which occur even while there is a fully functioning human at the controls. Because of the fact that the FAA, NTSB, and others continue to use the term LOC, everyone down the line uses it too. And they do so without questioning its efficacy. But it’s not an accurate descriptor, which will help lead us to solutions for reducing accidents and fatalities in GA. To better attack this problem, we need a phrase, which tells a more complete story of what’s going on in these scenarios.
You see, pilots do more than just control the aircraft they’re flying. Yes, there are control surfaces, control systems, control cables and rods, control inputs, control pressures, and even “the controls” such as the yoke, stick and rudder pedals. But the term we should be using for the operation of those controls by the pilot is: command. That’s because from the very moment that any aircraft moves for the purpose of flight until that aircraft comes to a complete stop again, every fraction of an inch of the movement of that aircraft is COMMANDED by the pilot. If this isn’t true, then who or what IS commanding that aircraft? Is the airplane, helicopter, glider, etc. commanding itself? Do today’s aircraft really have the ability to command themselves? I’ve heard it said with tongue-in-cheek that there’s such a thing as “airplane in command” when a pilot wasn’t doing a very good job of piloting. And if it weren’t for the fact that this quip gets a chuckle from us, it could be sobering as a deadly true statement regarding ineffective piloting technique.
Opinion on Loss of Control
By Ed Downs in Response to Quest Richlife
As the primary editorial contributor to In Flight USA, an active CFI, former Exec with a major airline and seminar instructor who works with more than 300 students per year, I applaud the thoughts offered up by Quest Richlife. The fact is, this writer agrees with virtually everything Quest said, with one exception that will be address, but fears the opinions offered are tilting at the wrong windmill. I believe many in the real world of pilot training agree with the “command” concept, but the FAA does not… and the FAA is a pretty big windmill.
Flight Instructor Refresher Clinics (FIRCs) are required to present FAA-approved courses, with content carefully supervised by the FAA. Failure to use FAA safety terminology as taught in the official FAA thinking process called “Aeronautical Decision Making” (ADM) can result in de-certification of a training course. Virtually all FAA published training manuals now carry large chapters on ADM. As new technology, fully auto integrated, aircraft came into common use almost 15 years ago, the FAA concluded that basic flying skills would no longer be needed, but a process of thinking and behavior would be stressed to manage these new aircraft. And here is where Quest and this writer are forced to part way, if only by a little.
Editorial: The “Flying Season” and Safety
By Ed Downs
Okay, not an exciting title, but give it chance. There really is a “Flying Season.” Logically, it takes place between May and October, obviously due to improved weather vacation travel. Generally, up to 70 percent of the flying hours flown during a year occur during these months, and the same percentage applies to revenues earned by aviation- related businesses. Regrettably, the NTSB and FAA also have to gear up, as accident rates increase with activity. No magic to those stats, more planes, more pilots, more accidents. So let’s see if there are any lessons from the past or new programs that might reduce this predictable trend.
The FAA came to an interesting conclusion early in this century. New technology airplanes were hitting the market, advanced GPS-based navigation systems came into play, and auto-flight control systems became increasingly sophisticated. This trend has accelerated. Many students learning to fly today begin their experience in planes like the Cirrus and new Cessna, which are fully decked out with advanced, integrated auto-flight and navigation systems.
FAA to Issue New Guidance on Sleep Apnea
The Federal Aviation Administration (FAA) continually works with the aviation and medical communities to ensure that pilots are fit to fly. On March 2, the FAA will issue new medical guidance to Aviation Medical Examiners (AMEs) that incorporates industry and Congressional feedback balanced with the FAA and National Transportation Safety Board’s (NTSB) safety concerns about pilots flying with Obstructive Sleep Apnea (OSA).
OSA inhibits restorative sleep. Untreated OSA always has been a disqualifying medical condition and will continue to be disqualifying. The FAA is not changing its medical standards related to OSA; however, it is revising the screening approach to help AMEs find undiagnosed and untreated OSA. The new guidance will improve safety and pilot health by reducing the burdens and disincentives that may have prevented some pilots from seeking an OSA evaluation and treatment.
Editorial: Where The Heck Are We?
By Ed Downs
As is often the case, this month’s editorial thoughts were triggered by a press release. In many instances, press releases and/or news announcements offer current information that requires further investigation or thought. In this case, the press release was sent by one of In Flight USA’s premier advertisers, DuraCharts. The details of this release are in this issue, but what caught my attention was the announcement that sectional chart subscriptions are no longer available from the FAA.
Okay, not a big deal you may think? After all, with modern electronic flight bags, cell phone apps and advanced aircraft technology, the old concept of messing around with a big piece of paper in the cockpit seems incredibly old fashioned. But there is a “rest of the story” to be told about this announcement from the FAA.
The Pylon Place - September 2012
Reno Air Racing Prep - 2012
By Marilyn Dash
Keeping up with the news surrounding the Reno Air Races this year has been exhausting. Racers and fans alike have so many questions, i.e., are we racing, what changes will we see, who will be there, who won’t, will the fans notice any changes? These are all good questions. I hope that I have, through this column, helped everyone understand what the process has been following the horrific event of September 16, 2011. I have tried to listen to the questions the fans have been asking and answer them here.
Editorial: Good Old Days
By Ed Downs
A recent conversation with friend and fellow writer, Steve Weaver, sparked some memories and brought to mind a safety issue that has heads spinning in the magical world of FAA training gurus. As “old” pilots often do, we reminisced about the days when basic skills and common sense were considered “high technology.” Today’s version of “high technology” has progressed in the manner one might expect when having crossed into a new millennium, but some are concerned about that progression.
This writer turned back the mental clock and joined Steve in remembering how simple, and potentially frightening, the “good old days” really were. My “good old days” began in the mid 1950s. The flight school I flew with sold a “student pilot course” which included 12 hours of dual instruction in a Champ, and a 20-hour ground school. The cost was $175, including materials. The idea was that you were “issued” your student pilot certificate (solo and cross country endorsement) at the conclusion of the 12-hour program. After this, you were welcome to rent their Champs and go flying. Whether or not you decided to get a private certificate so you could carry passengers was optional. There were no multiple endorsements, no 90-day “solo sign offs,” or multitude of authorizations. The Champ had only a wind-driven generator that spun fast enough to recharge a battery if flying at about 10 mph above cruising speed, meaning the battery was constantly going dead! The low frequency radio could transmit on only one frequency and you tuned the receiver like a Motorola console radio out of the 1930s. There was no starter or workable nav system. With 12 gallons of fuel, all-important in-flight decisions had to be made in about two and half hours, or the “in flight” part of the trip came to an abrupt end. Drawing lines on big, 25 cent, sectional charts was the order of the day, with a whiskey compass and E-6B your only navigation tools. Knowing where you were and having alternatives in mind were essential, as even a mild wind could greatly affect your flight.
Final Agenda for NTSB's General Aviation Search and Rescue Forum Announced
NTSB Provides Investigative Update and Issues Recommendations to Increase Safety at Air Races
The National Transportation Safety Board (NTSB) provided an investigative update on April 10, 2012, on last year’s crash of a highly modified P-51D airplane at the National Championship Air Races in Reno, Nev. On Sept. 16, 2011, the pilot of the Galloping Ghost experienced an upset while turning between pylons 8 and 9 on the racecourse. The airplane crashed on the ramp in the box seat spectator area. The pilot and 10 spectators were killed and more than 60 others were injured.
In addition to the investigative update, NTSB Chairman Deborah A.P. Hersman announced that the agency was issuing a total of seven safety recommendations to make the National Championship Air Races a safer event for pilots and spectators alike.
“We are not here to put a stop to air racing,” said Chairman Hersman. “We are here to make it safer.”
NTSB Announces General Aviation Safety Forum
NTSB Plans Public Hearing on Air Race, Air Show Safety
NTSB to Hold Public Hearing on Air Race and Air Show Safety
At NBAA2011, Government, Business Leaders Highlight Business Aviation Value
“Every state benefits from general aviation,” Senator Joe Manchin (D-WV) told the Attendees gathered for the NBAA2011 Opening General Session on October 10. “This industry provides 1.2 million manufacturing and service jobs.”
The senator’s message was delivered by each of the policymakers and businesspeople sharing the stage in Las Vegas with NBAA President and CEO Ed Bolen. Their work – whether it’s creating jobs, considering safety or other policies, growing a multinational company or providing humanitarian relief – would be impossible without business aviation.
NTSB Premilinary Report
NTSB Identification: WPR11MA454
14 CFR Part 91: General Aviation
Accident occurred Friday, September 16, 2011 in Reno, Nev.
Aircraft: NORTH AMERICAN/AERO CLASSICS P-51D, registration: N79111
Injuries: 11 Fatal, 66 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.