The November 1, 2007 Weekly Accident Update is now posted at <> .

FLYING LESSONS suggested by this week's report:

Lessons learned from Beech experience are universal. Consider them in
any make and model of airplane.

** It takes three things for an engine to operate:

(1) Fuel

(2) Air

(3) Ignition

If an engine quits and it's possible to restart it from the pilot's
seat, it'll happen by manipulating these systems. Follow any guidance
from the POH or any other reliable source. Check that the fuel is
turned on and a tank containing fuel is selected; that the mixture is in
a running position (go to full rich for troubleshooting except in the
case of loss of turbo boost at high altitude); and activate any back-up
fuel delivery system, either an electric-powered auxiliary pump or in
many pre-1960s designs a hand-operated wobble pump. Confirm air flow is
available to the engine (carburetor heat is the first troubleshooting
step in carbureted engines with a carb heat control) and activate
alternate air if available; and step through magneto positions to see if
any position supports smooth engine operation, even if that creates a
small power loss. If the engine restarts, unless the restart results
from switching from a dry fuel tank to one containing fuel, land as soon
as practical to have the engine checked by a mechanic.

** Don't immediately dismiss Special Airworthiness Information Bulletins
(SAIBs) or manufacturers' service bulletins or letters just because they
are not mandatory for privately operated airplanes (at least in the
U.S.). Evaluate each on its own merits and discuss it with your
mechanic and/or inspector before deciding whether you will comply, defer
or ignore the SAIB or bulletin.

** Time multiplied by fuel flow, plus fuel draw for return fuel in
injected engines = fuel burned out of the tank. Keep that number above
the capacity of the tank. In fact, add about five minutes' engine run
time as a buffer-we often hear that the engine will not restart in time
when a fuel tank is run completely dry.


A reader writes with his account of a near
<> gear-up landing,
including contributing factors and lessons learned that are valuable to
all pilots of retractable-gear airplanes. The account is also linked
from the Observations on
<> Landing
Gear-Related Mishaps (LGRMs) page at
<> .


FAA announces it has surpassed its safety goals for fiscal year 2007.
An October 29, 2007 press release states:

The number of fatal general aviation accidents declined by 5 percent
this year, the Federal Aviation Administration (FAA) announced today.
The FAA's goal was to have no more than 331 fatal general aviation
accidents during the 12 months ending Sept. 30. The actual number was
314. Fatalities in general aviation accidents also declined
significantly, from 676 in fiscal 2006 to 564 in fiscal 2007. For these
calculations, "general aviation" includes not only privately flown
planes but also non-scheduled air taxi flights.

FAA's Deputy Administrator for Safety Nick Sabatini cites modern "glass
cockpit" technology, the nascent FAA Safety Team (FAASTeam) program and
"a dedicated commitment to safety by everyone in general aviation" for
the improved record.

Ed. Note--It's not known whether the commonly accepted reduction in
personal aviation flying hours (a response to increasing fuel and other
expenses) is in part responsible for the reduction in mishaps. Trends
in 100LL <>
(avgas) sales confirm a downward trend in piston-engine operation. But
big increases in corporate and charter ("non-scheduled air taxi")
operations, almost all using jet fuels, and owner-flown turbine
airplanes are included in the FAA's goals statement also, and likely
more than offset any decrease in piston-engine personal/recreational

The full press
release is available on the FAA's website.


How has your flying time changed in the last year? Look in your
logbooks and total your aircraft flying hours Oct 1, 2005 - Sept 30,
2006 and Oct 1, 2006 - Sept 30, 2007. Include only aircraft time under
14 CFR Part 91, not including deadhead airline or charter legs. Send
your response to the following to All
responses will be kept confidential; trend data will be reported in an
upcoming FLYING LESSONS report.

Oct 1, 2005 through Sept 30, 2006 I logged this many
Part 91 flying hours: --_____

Oct 1, 2006 through Sept 30, 2007 I logged this many Part 91
flying hours: _____

This'll only provide good data if (1) everybody replies, and (2) you
accurately report your flight times, not just a rough guess or
approximation. Again, all replies will be kept confidential. Please
send in your data today.


** An A36's engine failed on takeoff..

** An A35's engine quit and the pilot ditched the airplane..

** A Duchess landed gear up..

** An A55 landed gear up..

There are also new NTSB reports on a G35 engine failure and a D55 VFR
into IMC.

For more information, commentary and analysis see the Beech
<> Weekly Accident Update
link at <> .

Fly safe, and have fun!

Thomas P. Turner, Master CFI

Mastery Flight Training, Inc. <>

I welcome your comments and suggestions. Contact Mastery Flight
Training, <> Inc.

If someone has forwarded this message to you and you want to have FLYING
LESSONS sent directly to you each week, tell me
<> .

If you received this message directly (as opposed to through a digest or
chat room) and wish to be removed from the FLYING LESSONS list, tell me
<> .

C2007 Mastery Flight Training, Inc. All rights reserved.

[Non-text portions of this message have been removed]

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