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.

FMI: Aero-Tips