The June 28, 2007 Weekly Accident Update is now posted at
<http://www.thomaspturner.net/> www.thomaspturner.net.



¡°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 Beech experience are universal¡¦apply them to any
make/ model airplane.



-- When presented with distractions, fly the airplane (the ultimate
Flying Lesson).



-- Keep a survival knife within reach in case you need to cut yourself
out of locked-up seat belts and shoulder harnesses that may pin you
fully upright in the seat after impact.



-- Install a fire extinguisher in an approved, hardened bracket in
case you or a passenger are trapped in the wreckage and you need to
halt a fire.



-- Interrupted traffic patterns commonly correlate with gear-up
landings and other "distraction" mishaps. Don¡¯t get so fixated on
what you¡¯re doing you don¡¯t see the big picture, but also don¡¯t let
outside influences distract you from basic pilot duties.





DEBRIEF



Master CFI Rich Kaplan, founder and chief instructor of Flight Level
Aviation <http://www.flyimc.com/> in Uniontown, Pennsylvania, wrote
about last week¡¯s FLYING LESSONS:



-- 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.



Hi Tom.



These are great tips... I presume the above is intended for normally
aspirated aircraft? Maybe a clarification would help? Occasionally I
find pilots of turbocharged aircraft who tell me they would lean to
best power on a high density altitude takeoff. At least on a Cessna
this could substantially overheat the engine.



Hi, Rich:



The mishap aircraft that prompted this specific Flying Lesson was
indeed powered by a normally aspirated engine. In virtually all cases,
you¡¯re correct that the proper mixture setting for turbocharged
engines is FULL RICH for takeoff regardless of altitude. In at least
some turbocharged powerplants with which I¡¯m very familiar, going to
full throttle with the mixture set at anything other than FULL RICH
will exceed Turbine Inlet Temperature (TIT) redline, and would likely
cause excessive Cylinder Head Temperatures (CHTs) in short order also.
The only exception might be some turbonormalized powerplants with which
I am also familiar. These are usually set to run very rich at FULL
RICH mixture, so much so that takeoff performance is reduced somewhat.
With these engines, in almost all cases it¡¯s still correct to take off
at FULL RICH and accept the performance that results. If departing
from a short runway with obstacles, it may be possible to lean to a
target TIT of approximately 1350¢ªF for maximum power long enough to
clear the obstacle, then go to FULL RICH and lower pitch attitude for
extra cooling immediately afterward and for the rest of the climb. If
such would make the difference between safely clearing an obstacle and
not clearing it at FULL RICH, however, it¡¯s probably wise to reduce
airplane weight, delay for lower density altitude and/or better wind
conditions, and take off at FULL RICH even in these airplanes.



I welcome everyone¡¯s DEBRIEF comments at
mastery.flight.training@cox.net.





OF INTEREST TO ALL PILOTS



The FAA has released a revision to the Instrument Procedures Handbook.
As might be expected, this revision adds more information for GPS
operations and Technologically Advanced Aircraft. See the NEWS link at
the upper left edge of <http://www.thomaspturner.net/>
www.thomaspturner.net.



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 less than 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. To prepare
each week will feature a link to an article from my 2006 series on the
skills you need to make a safe and enjoyable trip.



This week¡¯s article:



Flying to Oshkosh: A <http://tinyurl.com/2p8w6y> Wrap-Up



Past weeks¡¯ Oshkosh-prep items:



Know the NOTAM <http://tinyurl.com/ytmox6>

Have a Backup/Fill ¡®er Up <http://tinyurl.com/yts6zx>

Airspeed Control <http://tinyurl.com/244uax>

Aim for the Dot <http://tinyurl.com/29tjxn>

More Eyes in the Cockpit <http://tinyurl.com/2egsyl>

Crosswinds-and Tailwinds-on <http://tinyurl.com/yujj5w> Landing



Attend the Mastery Flight Training forum, ¡°What Really Happens in
IMC¡±, on Wednesday, July 25th at 2:30 pm in EAA Pavilion 9 at Oshkosh.





NEW PISTON BEECH REPORTS THIS WEEK


-- A B36TC stalled on departure, hit the runway and the gear
collapsed¡¦.



-- A 1947 Model 35 landed gear up¡¦.



-- The pilot of an A36TC died when the Bonanza crashed under unknown
circumstances¡¦.



-- Two adults and an 11-year-old boy died when an A36, reportedly
flying passenger rides at an air show, radioed of a fire in flight and
subsequently crashed¡¦.



Also included this week is a first-person account of a high density
altitude accident that caused serious injury and was almost tragic.





For more details, analysis and commentary see
<http://www.thomaspturner.net/> www.thomaspturner.net





Fly safe, and have fun!



Thomas P. Turner, Master CFI
Mastery Flight Training, Inc.
<http://www.thomaspturner.net/> www.thomaspturner.net





Your comments and suggestions are welcomed. Contact Mastery Flight
Training at mastery.flight.training@cox.net.



If someone has forwarded this reminder to you and you'd like to have
future weekly reminders sent directly to you, tell me
<mailto:mastery.flight.training@cox.net> .



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<mailto:mastery.flight.training@cox.net> .




<http://www.thomaspturner.net/>



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