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106 Avoiding Deadly VFR into IMC Accidents – Safety Moment with Rob Mark

Your Cirrus Specialist. Call me if you’re thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance, or to take my online seminar: So You Want to Fly or Buy a Cirrus.

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Summary
106 Max talks with Rob Mark about three recent VFR into IMC fatal accidents. All involved Private pilots, though these kinds of accidents also happen to instrument rated pilots. A common factor was poor preflight decision making, as these pilots shouldn’t have taken off. But pilots can also get into IMC if good weather very slowly deteriorates to bad weather. We also talk about how to avoid getting into these kinds of accidents, and what to do if you accidentally fly into a cloud.

Rob Mark is uniquely qualified to help, as he is the Sr. Editor for Flying magazine and he runs the JetWhine blog. He’s one of the few people in the world who’s worked as both an air traffic controller and as an airline pilot.

Mentioned in the Show
Accident #1 – In flight breakup – Meeker, CO
Accident #2 – Low ceilings in mountains – Sierraville, CA
Accident #3 – Takeoff into 400 foot overcast – Minnesota
Skybrary Article: Inadvertent VFR Flight into IMC
NASA Callback Newsletter – Two Pilots brushes with IMC
PAVE Personal Minimums Checklist

Videos Mentioned in the Show
178 Seconds to Live video – Air Safety Institute

So You Want To Learn to Fly or Buy a Cirrus seminars
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84 Ten Things Pilots Do that bug ATC Controllers – Interview with Brandon Gonzales

84 Ten Things Pilots Do that bug ATC Controllers – Interview with Brandon Gonzales

Your Cirrus Specialist. Call me if you’re thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance.

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Things Pilots Do that bug ATC Controllers
Here’s Brandon’s List:
1. Monitor the freq. before you speak.
2. Cleared for immediate takeoff, but then not doing it. Or, worse yet, doing it too quickly when not prepared.
3. IMMEDIATELY- Used by ATC when such action compliance is required to avoid an imminent situation
EXPEDITE− Used by ATC when prompt compliance is required to avoid the development of an imminent situation.
4. If you can’t accept or comply, advise. Maybe even provide an alternative that you can do.
5. If you don’t understand instructions. Please ask for clarification!
6. Repeating everything back verbatim. Use judgment with respect to read backs.
7. Hold short readbacks need the words hold short with callsign and runway number
8. Traffic calls. Use looking, or traffic in sight, not ‘See it on the Fish Finder”
9. Spelling out local airports phonetically; Don’t use the the Kilo
10. Turning early crosswinds and cutting out traffic. The AIM says turn crosswind when 300’ below TPA.
11. Doing a touch and go when cleared to land.
12. Turning base without a sequence is very dangerous.

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Using 911 to Get Better Cell Service from the Air
Free Garmin Webinars

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Mentioned in the Show
Podcasting on a Plane Podcast

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77 Twenty Things your CFI Didn’t Teach You as a Student Pilot, NTSB Report on Air Canada 759 SFO Incident + GA News

77 Twenty Things your CFI Didn’t Teach You as a Student Pilot, NTSB Report on Air Canada 759 SFO Incident + GA News.

Your Cirrus Specialist. Call me if you’re thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance.

Send us an email – http://www.sjflight.com/Forms/inquiry.htm

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Twenty Things your CFI Didn’t Teach You
Listeners share stories about things they wished they had learned as student pilots, but had to figure out for themselves as Private Pilots. Here’s my list of those items.
1. How to Prepare for a Flight Review
2. Using Clearance Delivery, approach and departure control
3. Complex and High Performance Endorsements
4. Checking Out in Other Airplanes
5. Flying in the Mountains
6. The dangers of flying at Night
7. It Can Happen To Me
8. Flying at Night without a Moon
9. Renting a Plane at another Flight School
10. Planning Entries to Airports with Multiple Runways
11. Managing Descents
12. How to Buy a New or a Used Airplane
13. How to Conduct Flights so Passengers will want to fly with you again — “Fly the plane like you have 100 passengers in back who you want to come back.”
14. What to do if you’re ramped checked by the FAA 15. What to do if you’re given a phone number to call
16. Part 134 ½ charter operations
17. If you’re going to hit something while taxiing, hit something cheap!
18. How to Use Self Serve Fuel
19. How to Hear a weak signal on the radio; what to do when you Center or Approach gets so weak you can no longer hear them.
20. How to disconnect the Hobbs Meter before you fly, and how to remember to Reconnect it after the flight!

If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Blog section. And if you decide to make a small donation each month, you can get some goodies!

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Mentioned in the Show
Cirrus Migration 16 Event – Las Vegas, October 11-14, 2018
AOPA’s Rusty Pilot’s Online Presentation
Private Pilot’s Chronicle blog article – Lost Luggage
Max Interviewed on SimpleFlight Radio podcast
Conducting an Effective Flight Review

Videos
Houston Hobby SR20 Traffic Pattern Accident
Midair Collision: Piper Cherokee vs. Robinson R22 Helicopter

News Stories

Unstable Approach Definition and Private Pilot Tips for How to Fly a Stable Approach + GA News

You’ve undoubtedly heard of a stabilized approach and know it’s helpful to have one prior to landing. But many pilots don’t know all of the elements of a stabilized approach, or the potential expense of an unstable approach. Last year, two pilots I know dug deep into their wallets to pay for damage resulting from landings that followed unstable approaches. Both considered going around, but didn’t. The pilots of an IFR charter fight into Akron, Ohio in November 2015 weren’t so lucky; everyone died after their unstable approach.

So what is a stabilized approach, and why does it matter? Cirrus Aircraft’s Flight Operations Manual gives a good description. It says: “A stabilized approach is characterized by a constant angle and constant rate of descent approach profile ending near the touch-down point. Stabilized approach criteria apply to all approaches including practice power-off approaches.“ It goes on to say that for VFR landings, an “approach is considered stabilized when all of the following criteria are achieved by 500′ AGL:

Proper airspeed,
Correct flight path,
Correct aircraft configuration for phase of flight,
Appropriate power setting for aircraft configuration,
Normal angle and rate of descent,
Only minor corrections are required to correct deviations.

A go-around must be executed if the above conditions are not met, and the aircraft is not stabilized by 500′ AGL.” This episode contains lots of tips to help you consistently fly stable approaches every time you fly the traffic pattern, including tips for long, straight-in approaches, which often lead to unstable approaches.

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