The November 8, 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.

"In aviation, good judgment does not decide who is right, but who is
left." -- Omri Talmon of Israel and the International Comanche Society;
instructor, author and long-time FLYING LESSONS reader

** There is a correlation between high or gusty surface winds and gear
up landings. In addition to the distraction of the winds themselves,
turning final into a strong wind results in visual cues that make it
appear the airplane is descending normally with gear extended. Reduced
ground speed in the strong wind makes it appear the runway is
approaching at the "normal" rate, even if speed is higher for a given
pitch attitude with the gear up. Also, the angle of descent gear up
into a strong wind may approximate the angle of descent with gear down
on a calm day.

** The techniques we're taught for landing in a strong wind work against
us in retractable landing gear airplanes. Common technique is to land
at reduced flap settings, at higher speeds, and with a little power
through the flare. Given that most RG airplanes have gear warning horns
or lights that sound when gear is up and [1] flaps are set to full, [2]
power is brought to idle, and/or [3] airspeed drops to a set value, the
common wind-related landing techniques effectively disable the landing
gear warning system.

** "Correlation does not imply causation," as Dr.
<> Tony Kern says,
and he's right. Strong winds alone do not cause gear-up landings.
Hearing a report of strong winds near the surface, however, should
remind pilots of RG airplanes to follow strict landing gear discipline
and to double-check "down and locked" indications on final approach,
because in strong winds visual cues and gear warning systems will likely
not protect you if you're distracted and forget to extend the landing

** Lessons from the pilot of an engine-failure-on-takeoff airplane: (1)
maintain aircraft control over all else; (2) turn back to the airport
only if there's no alternative ahead of you, and aim for the airport
grounds but do not expect to land on the departure airport; (3) for fuel
injected airplanes without electric auxiliary fuel pumps, strongly
consider adding one (if available under STC) for use in similar

** In a gear up or gear collapse mishap, even "minor" damage usually
equates to $60,000 or more damage in high-end single-engine airplanes,
and may render the pilot virtually uninsurable for up to five years.

** Impacting under control in wings-level flight is often what makes the
difference between life and death, while shoulder harnesses increase
even more dramatically the chances of surviving an off-airport impact.


Following last week's FLYING LESSONS discussion of engine failure
troubleshooting, reader and retired international air carrier pilot
Ralph Requa adds:

What do you think about verifying the operation of the fuel boost pump?
By verifying I mean ascertaining that it is NOT on HIGH. You know better
than I so let me ask you: Will the HIGH boost pump setting pump more
fuel than the engine can burn and "flood" it out? I heard of a possible
cause of an off-airport landing due to a sheared shaft on a turbo'ed
A36. A speculation was that the pilot turned the boost pump on high.

Ralph is right. In most engine installations where there is a LOW and
HIGH speed setting for an auxiliary fuel pump, the HIGH position
provides enough fuel flow to inhibit combustion, if not flood the engine
completely, if the pump is activated while the engine-driven fuel pump
is working. The ON position of an ON/OFF auxiliary pump may do the
same thing. Engine troubleshooting should include putting the mixture
control to the FULL RICH position and verifying the auxiliary fuel pump
is OFF, consistent with the emergency checklist in that airplane's
Pilots Operating Handbook. It might not be the most efficient or
powerful place to set the engine controls, and it may not provide the
level of cooling you'd like in an extended climb, but any engine that
will not run smoothly and reasonably cool at full throttle, full
propeller and full rich mixture with the auxiliary fuel pump OFF should
never be taken aloft in the first place.

Thanks, Ralph!


Interesting observations on Squat Switches and Gear
<> Collapse Mishaps..


There was not much response to last week's question trying to quantify
if fuel prices have affected flying hours for FLYING LESSONS readers.
Maybe you were all out flying last week, so we'll run the request one
more time to see if we get enough data for any meaningful speculation:

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.


** A Be35's engine failed on takeoff at 300 feet AGL..

** A C24R landed gear up..

** An M35's nose gear collapsed on landing..

** An F33A landed gear up..

** A J35 landed off-airport after engine failure..

** A B60 Duke landed gear up..

** A Twin Beech collided with a Cessna Caravan during taxi..

** A V35 landed gear up..

** A B55 landed gear up..

There is also an NTSB update on the F35 that ditched in San Francisco
Bay on October 27th.

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.


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