The Latest and Such!

Hi Readers: The current pilot shortage is having an effect on airline operations. It has been reported that American Eagle, subsidiary of American Airlines, and others, have eliminated flights from their winter schedule because of the shortage. American Eagle had previously reduced the minimum experience requirements to 500 hours to attract pilots. New training standards, recently adopted by ICAO (International Civil Aviation Organization), and the increased use of simulators is expected to qualify more First Officers. This news is well worth investigating for new pilots, but remember, more experience, better the chances. Your heading for the big airplanes.



Now it's time for a little trivia (so I can get my act together and before the November NTSB Accident count). Did you know that we now have computer concepts beyond the planning stage that will replace our current computers? More 'search engines', more information, etc. Do we need more and more? How many hours are we spending on the computer to find something that we really don't need or can't use? Okay, then, we'll accept the future computers and get on with it!



Now for the amateur poetry section: I composed this one sleepless night.

Alone

Yes, I am alone, I'm glad you asked,

Not my choice, too often not happy,

Am I up to the task?

To myself, I say, is this really living?

I wonder, little better than dead.

Relatives few, not a wife, yet considerable

Strife,

A friend or two, no one to please or command,

That's my life.

I never thought I'd reach this far,

Now maybe too far, maybe best to go,

I don't know.

Still, each day arrives, I begin, then hesitate,

The face of it, often hard, seems not to end,

Somehow I continue on, and try again.

A choice you say, I think not,

When I look at others, oh so slow,

I think not for me, fast forward, let me go.

Some say busy is best, later you can rest.

A project, perhaps, a friend in need,

Anyway a good deed.

Better you feel, the sadness gone,

Life is worth living.

A way yet to go, with GOD and grace, and giving,

Still, I don't know.

Robert Shaw

If you are reading this, you are probably looking for more and current information on aviation subjects. This I will provide in the future. If there is something special that I can help you with, E-mail me at roberthshaw@sbcglobal.net. And, don't forget, I need your feedback, too.

Thanks for listening. R.S.

Aircraft Icing

Hi Readers: Now that we are in the winter weather of the year, we must all face the fact that, for flying, icing conditions on the ground or in the air is upon us (although icing conditions can occur in flight at any time of the year depending on the weather systems). Icing conditions on the ground before flight without de-icing is dangerous (and foolhardy) and icing conditions at altitude without de-icing and anti-icing are dangerous and lethal. In flight, icing can cause rapid loss of altitude and/or loss of control in minutes. If your airplane is not equipped with de-icing and anti-icing gear, or not certified for flight in icing conditions, its your knowledge and good judgment of the weather against nature.

Although I won't dwell on the many aircraft accidents over the years caused by icing, some of the worst fatal accidents have been caused by icing - principally due to our lack of knowledge, our judgment, and lack of anti-icing equipment. General Aviation (GA) and Commuter type (Part 23) airplanes are the most vulnerable since they are flown at the lower altitudes where icing conditions occur, and most of the airplanes are not equipped with ice-prevention gear or the intention of flight was not to encounter weather conditions.

How, then, does inflight icing occur? Well, we have to be flying in, around, or through stratus and cumulonimbus clouds containing water droplets at or nearing freezing temperatures, and nature takes care of the rest. There can be induction icing - ice forming around the engine air intake (particularly bad for jet engines since ice will form in chunks which may be ingested) or structural icing, either as clear or rime ice, formed when supercooled water droplets impact the wing and control surfaces (top and bottom) freezing in a solid sheet of ice or in a irregular shape - usually between zero degrees and minus 10 degrees centigrade. Such icing has been encountered in a cumulonimbus cloud at temperatures down to minus 25 degrees centigrade. Mixed icing, clear and rime ice, which result in an irregular shape on airfoils, can occur while flying through snow, ice pellets, or small hail.

The effects of ice on the airplane are cumulative - thrust is reduced, drag increases, lift lessens, and weight increases. The combined results are an increase in stall speed and a deterioration of airplane performance. In extreme cases, 2" to 3" of ice can form on the leading edge of an airfoil in less than 5 minutes.

A recent Cessna 208 Caravan accident near Mt. Ranier, Washington, reminds us that icing problems are still with us, in spite of de-icing and anti-icing equipment, along with GPS and digital instruments. The NTSB and Cessna Aircraft are still investigating.

In Airline and Part 121 flying (all IFR flight plans), cancellations and delays due to icing conditions can cost millions of dollars in one day. The cost of de-icing fluid, at a cost of 3 to 4 dollars/gallon adds to their problems. Part 121 operations covers the transport aircraft icing conditions. Part 135 and 91 flying is covered under 135.227 and 91.527.

NASA, FAA, and NTSB have been conducting research on aircraft icing problems over the years (see applicable icing FAA Advisory Circulars) and as of 6-1-07 the FAA was still working on a proposed rulemaking (Docket #FAA-2007-27654), titled Activation of Ice Protection, applying, principally, to Part 25 Transport Category airplanes. (It is hoped that FAA will follow with Part 23 aircraft). Under the proposal, Aircraft Manufacturers would be required to add an ice-detection and activation system to the present de-ice and anti-ice systems, and mandate that the protection system operate automatically and continuously. I think there is going to be a lot of discussion on this proposal.

How to avoid flying in icing conditions? For GA and Commuter aircraft, use all available weather services and reports to pinpoint icing areas and then plan on avoiding them. If you encounter icing conditions at altitude, use your available de-icing and anti-icing equipment immediately, change altitude up or down, and/or make a change in course (not necessarily 180 degrees since the true direction of the weather system is not known). Leave the autopilot off. Replan your flight or land at the nearest available airport (that will accommodate your airplane) and wait it out.

Proper preflight action includes, on filing an IFR flight plan, determining the freezing level and the levels above and below for weather precipitation areas. If your flight route penetrates the freezing level, request a new altitude or route. Make use of appropriate SIGMETS, AIRMETS, and PIREPS, and any other source of inflight weather advisory in planning and executing en route flight. In general, make a habit of checking FAA Advisory Circulars - FAAs method of advising new developments or action on pertinent problems.

Thanks for listening and Happy Thanksgiving! R.S.

October 2007 aircraft Accident/Incidents

Hi Readers: It time to review the October Accidents/Incidents as reported by NTSB ( There were none reported for Oct 1, 30th, and 31st).
Therewere 74 accidents (4 incidents)( 3 non-U.S. accidents) of which 23 were fatal accidents accounting for 48 fatalities. One fatal accident occurred in Venezuela, accounting for 2 fatalities; one fatal accident occurred in Switzerland, accounting for 2 fatalities; and one Beech D55 accident (1 fatality) occurred near St.Croix, Virgin Islands - apparenty encountering IFR weather. Twenty fatal accidents occurred in the Continental U.S. accounting for 43 fatalities.

There were 4 Incidents during October - one, an Airbus 320 landing at Fargo, North Dakota with the nosegear turned 90 degrees, incurring minor damage; another, an Airbus received minor damage after landing when it struck a runway light at Chicago O'Hare Intl airport. In another incident, classified as a pilot deviation, a Cessna 525 made takeoff from Taxiway M, rather than Runway 36L, at Memphis Intl airport against Controller instructions. In the 4th incident a Bell Helicopter made a forced landing in the Gulf of Mexico.

There were 4 balloon landing accidents at Albuquerque, New Mexico - all during the International Balloon Fiesta, and all striking objects on landing (due to wind and gusts) resulting in one fatality, 7 serious injury, and one minor injury.

There was one amateur-built gyroplane accident (one fatal, one serious injury) due to engine failure and resulting in impact with trees. One glider crashed during day VFR maneuvering (one fatal). A formation flight of Yakovlev Yak50 aircraft landing atGillespie Field, El Cajon, CA. resulted in a collision of 2 aircraft on the landing runway; and a Piper PA-32R collided with a Cessna 152 in the traffic pattern at Farmingdale, New York - there were no injuries.

The remaining fatal accidents were a conglomeration of day and night flights - an interesting study of accident causes and safety aspects: To begin, there was a 10-fatal Cessna 208B Caravan propjet on a 402 mile VFR night flight (returning 9 skydivers from a skydiving event near Boise, Idaho to a home base in Shelton, Wa.) that crashed about 45 miles WSW of Yakima, WA. at about 4,300 ft. msl, just south of Mt. Ranier, in IFR weather. There were indications of a rapid descent (6,800 ft/min) from 8,900 ft. and a power-on impact with mountainous terrain at 4,300 ft. msl. Low clouds, misty rain, and low visibility were reported in the area of the accident site, and a hunter in the area observed the aircraft first on horizontal flight, followed by vertical flight. Icing and loss of control were indicated.
The FAA reported that no service was provided to the pilot, there was no flight plan, and there was no record of a preflight or other weather briefing. The report noted VFR weather conditions generally along the route of flight, but IFR conditions in the Cascade mountains and western foothills. There was an AIRMET for icing, low-level turbulence, and mountain obscuration. (I can't imagine a Commercial pilot based at Shelton, Wa. not being clued-in on the weather, in that area, particularly in October). This particular airplane was equipped with analog gauges and digital avionics, including autopilot, GPS, transponder, and de-icing boots. The Mode C transponder was operating and FAA radar was tracking the airplane and observed the target, first at 14,400 ft, then at 13,000 ft, and then 8,900 ft, all in a matter of seconds. The NTSB and Cessna Aircraft are investigating the accident. In armchair analysis (based on what has been reported), I would have to say, in spite of the analog and digital instrumentation of the airplane, that this pilot demonstrated how not to conduct a VFR night x-c flight.

A second accident (5 fatal) involved a Beech A36 forced landing on takeoff and impact with power lines during variable direction and velocity of high winds and gusts. The aircraft was unable to gain altitude and maintain climb speed. Witnesses reported a rough engine. The pilot was IFR qualified and an IFR flight plan had been filed. Visual flight conditions existed. I wonder if this airplane was overloaded.

The remaining fatal accidents (11) involved an Aero Commander 560F (4 fatal) that impacted terrain after takeoff with a possible engine failure; a Rathyeon C90A (3 fatal) on a night VFR Medical flight which crashed during en route descent; a Cessna 310N (2 fatal) at 13,000 ft in icing conditions with an engine problem; a Cessna 150L (2 fatal), an Instructor and student, impacted terrain during takeoff climb - loss of power and loss of control indicated; a Piper PA-28 (2 fatal) on a night VFR x-c flight encountered IFR conditions and impacted trees and the ground; a Piper PA-28 impacted terrain on a night flight to Las Vegas - encountering IFR conditions; a Piper PA-18 collided with powerlines on a day VFR flight; A Bellanca 7GCBC aircraft crashed on a day VFR x-c flight - an outer wing failure indicated; and another Bellanca 7GCAA crashed due to loss of control following a tailwheel shimmy during a glider-tow operation; an Amateur-built Lambert Variez aircraft crashed during the pilot's test of an installed speed brake; and a Piper PA-18 collided with power lines on a VFR flight.

The October accidents indicate loss of control associated with aircraft and weather factors, along with doubtful flight planning and en route weather knowledge and awareness. Icing conditions, which can appear at any time of the year, seem to be a particular problem to pilots. Knowing the freezing level in weather and how to avoid the icing conditions is of the utmost importance. Pilots should learn how to use all the available weather, and weather-forecasting services, prior to and during en route flight. And, in spite of advanced instrumentation and the services available, pilots will always have to make the decision to fly or stay, or to choose an alternate, or land at the first available airport - and it may not be easy.
Thanks for listening. R.S.

Air Travel Eye-opener

Hi Readers: On Sunday, 11-4-07, I caught CNBC's 8-9 PM PST program on TV, Inside American Airlines. Narrated by Peter Greenberg, NBC's travel editor, a week of American's operations across the country was highlighted, pinpointing 18 flights across the country in a Boeing 767 (and one overseas flight) in one week.
The piece covered aspects of air travel problems, including luggage, security, fares, airline costs, fuel costs, and cargo. It was revealed that only 10% of the cargo carried on passenger flights were inspected before flight.
American Airlines carrys 2 million passengers per week and makes 2,000 flights per day.
Peter Greenberg's discourse on the strange science of airline ticketing, frequent flyer miles manipulation, and attempts to keep fuel costs down was particularly interesting.
It was reported that the same program will be repeated on 11-26-07. Watch for it!
Thanks for listening. R.S.