The November 15, 2007 Weekly Accident Update is now posted at
www.thomaspturner.net <http://www.thomaspturner.net/> .



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 many traditions, in many faiths, and in many nations we are entering
a time of the year when family and friends travel to gather together.
Please remember that the gift of personal flight comes with great
potential risk. Don't let your desire to be with others in this special
time cloud your judgment when evaluating that risk. Fly safe, and have
fun! --tt



** Have a plan for partial engine failure and be ready to execute it
when needed.



** Fly your traffic pattern tightly enough you can glide to the runway
if the engine fails completely.



** It's generally considered worthwhile to preemptively replace all
landing gear rod ends at 2000 hours in service regardless of apparent
condition, to guard against failure and gear collapse. Of course this
recommendation varies by aircraft make and model. Check the maintenance
manuals and expert mechanics and owners groups for best gear maintenance
practice for your airplane.



** Fully functional batteries are a vital part of an operable aircraft
electrical system. Batteries protect the voltage regulators and
associated electrical equipment from voltage transients (power
fluctuations).



** The auxiliary start procedure is meant as an assist to starting weak
batteries, not fully depleted ones.



** Batteries that have fully discharged will likely not restore to a
full charge, and although an auxiliary power start may get the engines
running and even in some cases prompt alternator operation, it's not
uncommon when using a 'start cart' to jump an airplane with dead
batteries has led to a total electrical failure later in flight.



** If batteries are completely flat remove them from the airplane and
refresh them on a charger, carefully noting that they'll accept and
retain a charge.



** Absolutely do not use the External Power Start checklist to crank up
with dead batteries, then launch into night or IMC.



** When extending the gear on less than full system voltage it is
prudent to follow up this action by completing the Manual Landing Gear
Extension procedure.





OF INTEREST TO ALL PILOTS



FAA has published a Fact Sheet titled Safer
<http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=9972> Flight
in Icing Conditions. This letter reviews recent changes in
certification standards for ice-protected airplanes, proposed rulemaking
for improved ice detection, and new recommendations for use of pneumatic
deice boots.



Although the Fact Sheet is addressed primary to manufacturers and
operators of transport-category airplanes, the fact that such emphasis
is being placed on these larger, more ice-capable aircraft strongly
suggests that ice prediction, detection and protection equipment and
procedures are even more lacking in general aviation.



Notably, the National Transportation Safety Board (NTSB
<http://www.ntsb.gov/> ) on November 8th renewed its call for enhanced
ice prediction, <http://www.ntsb.gov/Recs/mostwanted/FedMWL-ICE.pdf>
detection and airworthiness standards as part of its 10 Most Wanted
<http://www.ntsb.gov/Recs/mostwanted/index.htm> list of aviation safety
recommendations to the FAA.



(Watch for my article "On a Mission: Managing Ice" in the December issue
of Aviation <http://www.aviationsafetymagazine.com/> Safety)





DEBRIEF



An alert reader noted an error in last week's FLYING RECOMMENDATIONS
where I recommended adding an electric fuel pump to any engine that did
not have one but for which an STC'd electric pump is available. What I
meant to say was: "If your engine depends on an engine-driven fuel
pump, as opposed to gravity feed, and you do not have an electric
auxiliary fuel pump you should investigate whether an electric emergency
pump is available and if so strongly consider having one installed."



Thanks, reader!





CROSSTALK



"Old Bob" Siegfried is a retired senior United Airlines 747 captain, and
a true elder statesman of personal and recreational aviation. Bob is
extremely modest, but he was instrumental in working with users groups
and the FAA to gain approval for using GPS in lieu of ground-based
navaids like DME. I think a much younger Bob knew my father when Bob
captained UAL cargo planes into Detroit's Willow Run, where my dad was a
United mechanic; there's an excellent chance Bob captained me on at
least one of the 54 crossings I made between Honolulu and the mainland
as a high school and college "company standby" passenger.



Regarding last weeks DEBRIEF discussion of use of the HIGH position of
the Bonanza's auxiliary fuel pump while troubleshooting an engine
failure, Old Bob adds this important commentary:



"I agree with everything you have stated. What I want to emphasize is
that the engine CAN be flooded out whether or not the engine pump is
working. I totally agree that inadvertent actuation of the boost pump
may supply more fuel than the engine can use even at a sea level, full
throttle, environment. It is not that the normal fuel pressure is
being increased by the actuation of the pump, it is the fact that many
of the pumps are capable of providing more fuel than the engine can
handle. I felt that your article implied that actuation of the pump
following an engine pump failure would not have the excess fuel problem.
It is my belief that high boost at low power will flood out the engine
regardless of whether or not the engine pump is working!



"Any time the boost pump is actuated, the pilot should be prepared to
manually lean to an acceptable fuel flow. The flooding occurs because
the boost pump is supplying a lot more fuel than the engine needs or can
absorb at the power being demanded of it. The engine pump only supplies
enough fuel to operate it at the power setting being used."



Thanks, Bob!







NEW PISTON BEECHCRAFT REPORTS THIS WEEK



** A B36TC suffered catastrophic engine failure over mountainous
terrain..



** An A36's engine failed, resulting in an off-airport landing..



** A P35's nose gear collapsed..



** A 58P's landing gear collapsed after an in-flight electrical
failure..



** A Duchess' nose gear would not extend for landing..







For more information, commentary and analysis see the Beech
<http://www.thomaspturner.net/WAU%202007.htm> Weekly Accident Update
link at www.thomaspturner.net <http://www.thomaspturner.net/> .





Fly safe, and have fun!



Thomas P. Turner, Master CFI

Mastery Flight Training, Inc.

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





I welcome your comments and suggestions. Contact Mastery Flight
Training, <mailto:mastery.flight.training@cox.net> Inc.



If someone has forwarded this message to you and you want to have FLYING
LESSONS sent directly to you each week, tell me
<mailto:mastery.flight.training@cox.net> .



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



C2007 Mastery Flight Training, Inc. All rights reserved.







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