Flight Safety by Gene Benson
Gene Benson is a well respected FAA Aviation Safety Counselor with over 14,000 total hours under his belt. Through CNYAviation.com and his own website, genebenson.com, he hopes to spread the word about what we as pilots can do to keep ourselves and our passengers safe.
Beware the Sunshine! - May 2008
It’s May in Central New York. The flowers are out, the leaves are on the trees, and even the Sun should be visible more frequently. This is real good news for most of us who have endured another winter in our part of the world. It is even better news for those of us who like to fly VFR and enjoy the sight of all those new green leaves and lush green fields.
But in aviation, like in most of life, things that are predominately good often come with a slight downside. Sunshine makes this list. We are all familiar with the dangers of flying in conditions of low visibility and low ceilings. We all know the dangers of thunderstorms. But we might not be aware that sunshine also is a contributing cause to many accidents.
If we are flying VFR we must be able to see. Flying directly into the sun seriously interferes with our ability to see traffic or obstacles directly ahead of us. Numerous accidents, both midair collisions and collisions with obstacles, can be at least partially attributed to sun glare.
The best way to minimize the midair collision hazard when flying into the sun is to make frequent S-turns. This will allow the pilot to change perspective on the direction of flight. Raising a wing to make the turns also increases the visibility of the airplane to other pilots.
The danger of colliding with an obstacle is always minimized by thorough flight planning. The only sure way to avoid hitting things is to maintain an altitude above them. A tragic accident a few years ago in California happened when a Cessna 182 collided with a radio transmission tower just outside the traffic pattern. The airplane was flying directly into the sun at the time of the collision. The accident could possibly have been avoided had the pilot studied the charts and been aware of the tower and its height.
The heating effect of the sun on different surfaces has also contributed to accidents. Perhaps it would be more accurate to say that pilots’ lack of awareness to the heating effects of the sun has contributed to accidents.
We all know that when subjected to strong sunshine, dark colored surfaces heat up more readily than light colored surfaces or water. The warmer surfaces produce rising air or updrafts. What goes up must come down, so the light colored surfaces or water will be found under downdrafts. These effects should be considered when planning a takeoff or a landing.
Consider this scenario. It is late afternoon in Central New York and we are planning a takeoff from an airport that is near a lake. Our departure will take us over the water immediately after takeoff. Now anyone who has had the pleasure of swimming in one of our beautiful lakes will know that “warm” is usually not used to describe the experience. Since it is late afternoon on a sunny day, the asphalt runway will be quite hot. The substantial difference between the temperature of the lake and the temperature of the runway will be adequate to set up a thermal situation. A column of air will be rising from the runway and a column of air will be descending onto the lake surface. Let’s say that it is such a beautiful day that we have invited a couple of friends to come along for the ride. Let’s also say that the airport presented the wonderful surprise of having the lowest fuel price around so of course we topped off the tanks. Now we are right at maximum allowable gross weight and the density altitude is as high as the fuel prices. We consult the performance charts and find out that we will use about three-fourths of the runway to get airborne. Since there are no obstacles off the departure end, we decide that we will be fine. Our takeoff roll begins with the airplane being a little slow to accelerate. As airspeed builds we manage to lift off with surprising ease considering the conditions. We pass over the airport fence and breathe a sigh of relief that the airplane is performing better than the charts indicated. We enjoy the better-than-expected climb rate as the lakeshore passes beneath us and we head over the water for a scenic view. But wait! What happened to our rate of climb? We are holding the attitude to produce the best rate of climb airspeed but we are beginning to descend! We pitch up slightly to attempt a climb at the airspeed for the best angle of climb. We’re still descending! What if we hit the water? We don’t have flotation equipment since we were never intending to be out of gliding distance to land! Everybody knows that a fixed-gear airplane will flip over when it contacts the water! “Hold on everybody! We’re going in!”
That’s a frightening scenario that every pilot would like to avoid. What might cause something like this to happen? The airplane is helped into the air and on its initial climb by the hot, rising air over the runway. Once over the water, the downdrafts take over and make the airplane attempt to climb at its own rate minus the rate of the downdraft. If the climb rate was to be only 300 fpm and the downdraft was anything in excess of that number, the airplane will descend.
So get out there and enjoy the sunshine, but do a little advance planning to avoid having a dark cloud ending to an otherwise sunny day.
--Gene Benson
Surviving the Free-for-All - April 2008
We are fast approaching the pricey food season. You know what I mean. There will be the traditional hundred dollar hamburgers (though they might be the hundred-fifty dollar hamburgers this year) and the two hundred dollar pancake breakfasts. This is truly the best time of year for those of us who enjoy flying for its own sake rather than just as a means of getting from point A to point B. Many of us spend considerable time in researching interesting “point Bs” so that we can justify a cross country flight. So let’s watch this site for news of upcoming events and let’s get out there and support the dedicated people who toil long hours so that we can enjoy a weekend flight garnished with a bit of cholesterol.
But let’s make our flights to and from these culinary extravaganzas as safe as possible. Many of the best events are held at non-towered airports. If you’ve been flying long enough that your initial pilot certificate was printed on paper you probably recognize the term “uncontrolled airport” that was replaced by the less offensive, but also less accurate term, “non-towered”. Perhaps the term “chaotic airport” would more aptly describe some airports on a morning when the sky is clear and the pancakes are hot. The level of risk is increased at these events so the level of pilot vigilance and caution must also be increased.
Non-towered airports attract a wider range of aircraft and pilots than do their towered counterparts. It is common to see an ultralight airplane, an amateur-built two hundred knot airplane, a light twin, a small helicopter, a biplane out of the 1930s, and several Pipers and Cessnas all in the pattern at the same time. Some of these aircraft will be equipped with the latest avionics and some will be completely unencumbered by radio equipment. Most of the pilots will be conducting themselves as true professionals and a few will be completely lost and confused. One or two might even be acting like complete jerks. The demeanor and professionalism of the pilots frequently fails to correlate with the level of their certificates or the amount of flying hours that they have.
The increased risk of operating at non-towered airports was illustrated in March of this year when a pilot flying a high-performance, amateur built airplane apparently failed to follow traffic pattern procedures and other good operating practices and collided with an airplane that was taxiing to the active runway. Three people died in this tragedy at a Florida airport. Perhaps the pilot of the airplane that was hit could not have avoided the accident, but the accident illustrates that not all pilots follow proper procedures and that the rest of us must be alert for that.
All this being said, let’s look at some ways in which we can improve our defensive flying abilities at non-towered airports. First and foremost, scan, scan, and scan some more. Remember that not every flying machine will be where we might expect it to be and that not all pilots will be communicating their position. Ask everyone in the airplane to help watch for traffic. Also remember that different airplanes will, by necessity, fly different size patterns. Be sure to scan a wide area.
Let’s make sure that we are part of the solution and not part of the problem. Be sure to use recommended practices for pattern entries and position reporting. Turn on every available exterior light when nearing the airport and before departure. Keep all lights on till at least 10 miles from the airport. Personally, I would also be dropping flares if I could.
Be sure to know the correct CTAF and make position reports. Be sure to begin and end each transmission with the airport name since several airports usually share the same frequency. When stating your position on a pattern leg, also include “left” or “right” in your transmission. Make position reports just prior to making turns in the pattern. An airplane in a turn is much easier to see than an airplane in level flight. If your airplane doesn’t have an operating radio, use a handheld transceiver.
Be sure to descend to pattern altitude before entering the pattern. This will cause many of the airplanes to appear above the horizon and be more visible. If it is necessary to over fly the airport, do so at 1000 feet above the pattern altitude, or 2000 feet AGL. This will help to prevent conflict with large or turbine airplanes that normally fly the pattern at 1500 feet AGL.
When departing, avoid taxiing into position and hold. That practice might save a minute or so on departure, but will prevent you from seeing any traffic approaching from behind. After takeoff, climb at an angle that will permit visibility over the nose. Make slight s-turns as you climb out. This will improve your visibility while also making it easier for traffic to see you.
In summary, non-towered airports can pose a greater risk to safety than their glass-hatted cousins. The increased risk can be largely mitigated by being alert and following a few additional safe-operating practices. The burgers are juicy, the pancakes are hot and the coffee is, well… better than most airport coffee. Get out there and enjoy!
--Gene Benson
Welcome, Spring! - March 2008
March is the month during which we welcome spring. At least officially we note the date on our calendars. But, for those of us in Central New York, the real spring hides somewhere to the south of us for a few more weeks.
The higher temperatures and the lack of snow that is usually associated with spring may still elude us but the longer periods of daylight are still there to enjoy. Even Daylight Savings Time begins during March. The longer days get those juices that call us to the airport flowing.
Let’s enjoy our spring flying but let’s make sure that we survive it to enjoy the beauty of Central New York flying during the summer and fall as well. Here are some important considerations.
Let’s think about the condition of the airplane. Has it been sitting idle for a while? If so, the cowlings and inspection panels must be opened up to make sure no critters have decided to make the airplane their address. This applies whether the airplane has been tied outside or stored in a hangar. The condition of wiring and gaskets must be checked. It’s a good idea to get an oil change and then do a thorough run-up. Following the run-up, the engine should be shut down and a check for leaks should be completed. Seals and gaskets tend to dry out with lack of use and a bad seal discovered on the ground is much better than one discovered during flight. The tires should also be inspected for any signs of rotting or damage. Of course, the remainder of the airplane should be inspected thoroughly as it should be before any flight.
Next let’s think about the condition of the pilot. The regulations allow a pilot who has a current medical certificate and flight review or appropriate Wings credit to fly solo without regard to other recent experience requirements. It may be legal to hop in the airplane after a four-month absence and take off but it isn’t very wise. A little dual instruction regarding maneuvering flight, some takeoffs, landings, and go-arounds is a smart investment. This instruction can also be counted toward Wings proficiency.
Let’s think about airport condition. High snowbanks might remain alongside ramps, taxiways, and runways. Potholes may start to appear in the most annoying places. Extra caution must be taken while taxiing.
Finally, lets think about spring weather. It is hard to think about March without thinking about gusty winds. If it has been some time since a gusty crosswind landing has been made, it might be a good idea to get some dual on a day when the wind is screaming. Such a day shouldn’t be very hard to find in March. Freezing precipitation sometimes forgets to check the calendar and makes an appearance in spring. Instrument pilots are aware of the hazards of freezing rain and do a pretty good job of avoiding it. Freezing drizzle can be a different story. It can occur in reasonably good VFR conditions. All it takes is a light drizzle and a temperature inversion with below freezing temperatures at the present altitude and warmer temperatures above. It is hazardous but easily avoided. A check of the Winds and Temperatures Aloft Forecast will tell whether or not there is a temperature inversion. If there is no inversion, there will be no freezing drizzle.
So let’s get out there poke some holes in the sky! Let’s just take every possible precaution to make sure we can keep on doing it!
--Gene Benson
Noise Abatement and Midair Collisions - February 2008
A joke has been going around the Internet. If you’re a pilot, you’ve probably received it more times than a spam message offering cheap pharmaceuticals. If not, it goes like this. An airliner at 30,000 feet is instructed by ATC to make a turn that will take it off course. When the captain angrily questions ATC as to the reason for the turn, he is told that it is for noise abatement. His agitated reply is to question what kind of noise problem there could be at 30,000 feet. The controller’s calm reply is, “Do you know how loud it is when two 747s collide head-on?” This month’s column is devoted to decreasing the noise pollution that results from two general aviation airplanes colliding.
On January 20, 2008, a Cessna 172 and a Cessna 150 collided while flying over suburban Los Angeles California. Five people died, including one person on the ground. On December 8, 2007, a Cessna 152 and a Piper Twin Comanche collided over the Florida Everglades. Both pilots, the sole occupants of their airplanes, were killed. On October 21, 2007, a Piper Saratoga and a Cessna 152 collided in the traffic pattern over Farmingdale, New York. Miraculously, both airplanes landed safely and there were no injuries. On May 11, 2007, A Beechcraft Bonanza and a Cessna 172 collided about two miles north of Blue Ash Airport near Cincinnati, Ohio. The flight instructor and student aboard the Cessna and the pilot of the Bonanza were all killed. On March 8, 2007, a Cessna 210 and a Cessna 172 collided in the traffic pattern at Boerne, Texas. Both pilots and a passenger escaped injury.
All of these accidents occurred in good weather and during the hours of daylight. The experience level of the pilots varied from a solo student pilot in the Everglades crash to a flight instructor in the Ohio accident and up to a 9000-hour airline transport pilot in the Texas crash. All pilots were properly certificated and met recent experience requirements. Though the final accident reports have not been completed for all of these accidents, it does not appear that there were any violations of the regulations. The pilot of the Twin Comanche involved in the Everglades crash was on an IFR flight plan and was in communication with ATC. In fact, he had been informed of the traffic.
When we fly VFR we operate in a see-and-be-seen environment. When we fly IFR in VFR weather conditions the same rule applies. But wait. All pilots know that already. So why do airplanes keep running in to each other?
The answer to that question is actually quite simple and has two parts. First, we can’t be looking outside all the time. Engine and flight instruments must be monitored. Radios must be tuned. Charts must be folded or the GPS must be referenced. Fuel tank selectors must be repositioned. The list goes on. Second, it isn’t always easy to see traffic even when we’re looking for it. Every pilot has had the experience of being warned of traffic by ATC and never seeing the other aircraft. Summer haze converts all aircraft into stealth machines as far as visual detection is concerned. Aircraft at a lower altitude become nearly invisible when set against irregularly colored terrain. A white airplane against snow-covered terrain simply disappears.
So it’s easy to see (pardon the pun) why midair collisions occur. It’s not so easy to fix the problem. The FAA could require all aircraft to be equipped with collision-avoidance equipment just as they required nearly universal installation of ELTs in the 1970s. That won’t happen because of the uproar that would ensue from the powerful alphabet groups as well as from aircraft owners and operators. The problem would not be totally solved even if this expensive solution was mandated. Of course, the number of midair collisions would probably decrease due to the benefits of the system, but also because fewer people could afford to fly. That’s not an acceptable solution.
So if we continue to fly in the same environment with the same equipment, how can we decrease the probability of having a midair collision? My first solution won’t be popular but it will be effective. Avoid non-towered airports whenever possible. Ten years worth of data shows that the majority of midair collisions occur in the traffic pattern at non-towered airports. The old term for non-towered airport was “uncontrolled airport”. Sometimes that term seems to be much more accurate. If you must use a non-towered airport, don’t linger in the pattern practicing touch and goes. Do that where ATC can act as traffic cop. Yes, there have been collisions in the traffic pattern at towered airports. I actually witnessed one in the late 1980s at Oakland, California. But the odds are much better under the watchful eye of ATC.
My second solution is an old one. Communicate with ATC and request traffic advisories whenever possible. But I will go one step farther. Whenever a traffic advisory is issued make finding the intruder priority number one. Don’t assume that ATC will keep you updated. In the Everglades crash mentioned above, the pilot of the Twin Comanche had been warned of traffic. The controller’s next update was followed immediately by the collision. Treat the traffic advisory with the urgency of having a rattlesnake in your bed.
My third solution is to ditch the GPS. Well, not totally but avoid excessive heads-down time that results from going through all the really cool features. That GPS might keep you from getting lost and it might prevent inadvertent incursions into Class B or Class C Airspace. But it also might contribute to the midair collision by seductively luring the pilot’s attention away from scanning the horizon.
My fourth solution is also an old one. Keep looking for traffic. No, don’t go through the motions of craning your head around every few minutes. Really look for traffic. There are more aspects to effective scanning than can be adequately discussed here, but various FAA publications have them well covered.
I have personally had several near-misses, two were extremely close. One was while on an instrument training cross-country with a student. We popped out the side of a big fluffy cumulus and were treated to a very close view of a Piper that was not maintaining the required horizontal distance from clouds. I questioned ATC and was informed that they did not see any other airplanes in our vicinity. The Piper probably had an inoperative transponder and the primary return was lost in the cloud’s high moisture content. That one was not my fault but I would have been equally dead with the offending pilot.
The other close call was at least partially my fault. I was in the practice area with a student. We had done clearing turns and then executed two 55 degree banked turns per the CFI Practical Test Standards. Upon rolling out of the second turn a Beech Baron streaked by only a few feet above us. We were in a low-wing airplane and could not easily see what was to the outside of our turn. Traffic advisories were not available. Both my student and myself, along with the Baron pilot needed to be more vigilant. I talked to the Baron pilot later and he had never seen us. When I described the exact location of the incident, he admitted that he was probably copying down the ATIS onto a notepad at the time.
In summary, the risk of a midair collision is real, even if you try to be conscientious. Think about my suggestions and review the literature that is available. I have only scratched the surface here. Remember, noise abatement is everybody’s concern.
--Gene Benson
A New Year’s Resolution – Let’s Fly Smarter - January 2008
It’s once again a new year and time to make those promises to ourselves. I’m going to get more exercise, lose weight, eat better, use less energy, pollute less, spend less money, stop procrastinating, and be nice to rude people. I’m also going to stop complaining about taxes, politicians, personal injury lawyers, the weather, misbehaving children, being inundated with advertising, and getting old.
OK, I lied. I’m not going to do any of that. But, here’s something that I will sincerely try to do. Will you try it with me? I’m going to try and fly smarter. No matter how much skill and knowledge we all have, we can apply it a bit more. No matter how much we say that we always follow safe operating procedures, we all deviate once in awhile. Let’s all try to avoid any deviations from what we know is the safe way to fly.
For example, we know the importance of following a checklist for the critical phases of flight. Let’s try to always do that regardless of what else is going on. For example, On Oct. 31, 2007, an Airline Transport Pilot flying a Pilatus PC-12 on a charter flight failed to extend the landing gear at Crossville, TN. The propeller contacted the runway and the pilot immediately executed a go-around. He landed safely on the next attempt. The propeller was curled 3 inches on each blade. The pilot had an airline background and was accustomed to a crew environment. This was his first flight in the PC-12 without a second pilot. The uncontrolled airport was busy as he approached and he admitted that he rushed through the checklists.
We also know that we need a comfortable fuel reserve. Let’s provide a little extra fuel cushion this year. On Oct. 28, 2007 a pilot departed Hastings, NE for Sedalia, MO in a Cessna 172. He miscalculated the fuel required and subsequently experienced a power loss due to fuel exhaustion. The day got a little better when he realized that he was within range of a large airport. He executed a successful emergency landing at Whiteman Air Force Base, the home base for the entire fleet of B-2 Stealth Bombers. Chances are that it took much longer to fill out the government paperwork than it would have taken to make an extra fuel stop.
Our instructors all told us to go around if the approach to landing isn’t going well. In the present vernacular, we should go around if the approach isn’t stabilized. There sure is a temptation to try and salvage a bad approach right up till the bitter end with the present high cost of fuel. Let’s strive to be better this year about not pressing our luck on unstabilized approaches. On Aug. 31, 2007 a pilot substantially damaged a Cessna 182Q while landing on the 2700 ft. Dunsmuir, CA. He was diverting due to an alternator problem and reported that he was “hot and fast” on final approach. He touched down long and overran the runway causing substantial damage to the left wing and aft fuselage.
There could be a much longer list of areas where we could be a little safer but it could never be all-inclusive. Let’s all try to be a little more careful in our procedures and give a little bigger cushion when we can. My son tells me that his aviation goal is to never be the subject of one of my seminars. Can I challenge everyone, including myself, to have that as a resolution for 2008?
--Gene Benson
A sneak peak at safety articles directly from genebenson.com!
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Avoiding Maneuvering Flight Accidents
Gene Benson
It is hardly news that pilots and passengers are killed because of "stall/spin" accidents. Since I learned to fly in the 1960s instructors and aviation safety organizations including the FAA have been harping on the subject, apparently to many deaf ears. Another no-no of classic fame is "buzzing" or otherwise showing off in an airplane. Nobody will admit to thinking that such ostentatious displays are smart, but we still have a significant number of these accidents each year.
Any accident that results from maneuvering the airplane, whether part of the normal flight routine or not, is categorized as a "maneuvering flight" accident. This includes normal traffic pattern operations such as turning from base to final. It includes the various maneuvers we do while training for a certificate or rating. It also includes "buzzing" accidents.
"maneuvering flight" as the most prolific cause of both fatal and non-fatal general aviation accidents. The numbers are staggering. 41% of the total GA accidents and 33% of the fatal GA accidents for the period were attributed to maneuvering flight.
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Wake Turbulence Avoidance through Situational Awareness
Gene Benson
Before the advent of jet engines, pilots would sometimes experience turbulence or even an upset when flying in the vicinity of a larger airplane. This disruption of the air was attributed to the action of the propellers and was termed "prop wash." Then came the jets. Mysteriously the prop wash phenomena still existed even though there were no props to churn the air. Research quickly revealed that swirling vortices are produced by everything that flys by means of creating lift. That includes birds, gliders, helicopters, and airplanes.
The high pressure from under the lifting surface (wing or rotor blade) spills from under the tip and attempts to fill in the low pressure created on the top of the lifting surface. Our purpose here is not to present the whole concept of wake turbulence and its avoidance. Much material has already been produced toward that goal. Anyone desiring a definitive and practical publication on the subject should click here to download the FAA's Advisory Circular AC 90-23F.
But, even with all that has been written about wake turbulence and its avoidance, including test questions on FAA examinations, pilots still encounter these vortices. The wake is invisible. Air traffic controllers are required in some circumstances, to maintain separation between airplanes.
In other circumstances, controllers are simply required to provide a warning to pilots such as, "Caution, wake turbulence arriving seven-thirty-seven." Of course, when not using the ATC system and at operations at non-towered airports, pilots are mainly on their own. Sometimes the consequences of a wake turbulence encounter are catastrophic.
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