The June 21, 2007 Weekly Accident Update is now posted at

¡°The goal of accident investigation is not to solve accidents for its
own sake, but to improve safety by preventing [future] accidents.¡±

--Air Line Pilots Association

FLYING LESSONS suggested by this week's report:

Lessons learned from the Beech mishap record are universal¡¦apply them
to any make/ model airplane.

-- Uncommanded loss of manifold pressure in turbocharged engines may be
the result of a benign turbo malfunction or a leaking indicating
system, but it can also be the first sign of a dangerous exhaust leak,
a catastrophic oil leak, or internal failure of turbo components that
can quickly lead to a fire and/or total engine failure-and there¡¯s no
way to tell from the pilot¡¯s seat. Therefore, in multiengine
turbocharged airplanes, uncommanded loss of manifold pressure [except
expected losses above critical altitude] is grounds for a rapid engine
shutdown and propeller feathering.

-- In a turbocharged single-engine airplane [including
turbonormalization], uncommanded loss of manifold pressure should be
met with a power reduction and immediate landing at the nearest
suitable airport for investigation¡¦or perhaps even an off-airport
landing if the nearest airport is more than a few minutes away.

-- As a preventive measure check the security of cold exhaust stacks as
part of your preflight inspection, and reject an airplane with a loose

-- High density altitude reduces performance significantly and provides
reduced margin for error. Anything less or more than ¡°maximum
horsepower¡± fuel flow, obtained at about 80¢ªF rich of peak exhaust
gas temperature, reduces margins even more.

-- Strong and gusty crosswinds potentially contribute to high density
altitude mishaps. Further, a wide spread between temperature and dew
point often correlates to localized air flows causing heavy turbulence.

-- Avoid flight in mountainous and desert areas during the hottest part
of the day or when surface winds are strong. Instead, wait for better
conditions to maximum available aircraft performance.

-- Departing an unfamiliar area at night? Take time with a sectional
chart to plot a specific route with minimum safe altitudes and climb
rates, with an escape route in case you don¡¯t meet any of your climb
targets. Better yet, even if flying VFR, review and fly an instrument
departure route and altitudes to be sure you safely cross unseen
obstacles in the dark.

-- Always confirm fuel selector position after switching tanks.


It¡¯s busy, it¡¯s extremely distracting, its airspace is crowded, it
has highly unusual flight and ground procedures, and it invites both
show-offsmanship and get-there-itis¡¦it¡¯s EAA AirVenture at Oshkosh,
and it¡¯s only about a month away. Every year there are numerous minor
mishaps and sometimes major and even fatal accidents going to, arriving
at or after leaving the Greatest Airshow on Earth. Now¡¯s the time to
start preparing for a safe AirVenture fly-in experience. Each Update
from now to the week before Oshkosh will feature a link to an article
from my 2006 series on the skills you need to make a safe and enjoyable

This week¡¯s article:

Crosswinds-and Tailwinds-on Landing <> :
Practice now for your landing then.

Past weeks¡¯ Oshkosh-prep items:

Know the NOTAM <>

Have a Backup/Fill ¡®er Up <>

Airspeed Control <>

Aim for the Dot <>

More Eyes in the <> Cockpit


General aviation ¡°remains statistically 100 times riskier, hour for
hour, than airline flight!¡± What can you do to beat the odds? Read
Bob Miller¡¯s Over the Airways, the Bi-Weekly Journal for the
Proficient Pilot. Subscribe to the free e-newsletter at


-- A T-34 lost engine power in cruise¡¦.

-- A Be58TC¡¯s engine exhaust separated in flight¡¦.

-- A B24R crashed on takeoff¡¦.

-- A Baron 58 impacted mountainous terrain¡¦.

For more details, analysis and commentary see

Fly safe, and have fun!

Thomas P. Turner, MCFI
Mastery Flight Training, Inc.

Your comments and suggestions are welcomed. Contact Mastery Flight
Training at

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