For much more on flying safely see
<> .

C2008 Mastery Flight Training, Inc. All rights reserved

FLYING LESSONS for June 26, 2008

suggested by this week's mishap reports

FLYING LESSONS uses the past week's mishap reports as the jumping-off
point to consider what might have contributed to accidents, so you can
make better decisions if you face similar circumstances. Although most
Flying Lessons are suggested by piston Beechcraft mishaps, commentary
arises from significant mishaps in other aircraft types as noted. In
almost all cases design characteristics of a specific make and model
airplane have little direct bearing on the possible causes of aircraft
accidents, so apply these FLYING LESSONS to any airplane you fly.

Feel free to forward this message for the purpose of pilot education.

This week's lessons:

Shut down an engine and (if capable) feather its propeller upon
detecting a strong propeller vibration. In multiengine airplanes this
permits a smooth transition to single-engine flight without the danger
of additional vibration-related damage. In single-engine airplanes it
reduces chances the engine might shake completely out of its mounts and
separates from the airframe, with an accordant center of gravity shift
that makes the airplane completely uncontrollable.

In the U.S. Air Force we talked about "entering arguments", or the
reason to run an emergency checklist. Entering arguments for a
precautionary engine shutdown include:

In all airplanes:

. Engine fire or overheat indications

. Violent engine vibration

In multiengine airplanes:

. Low oil pressure accompanied by high oil temperature

. Propeller overspeed (unless controllable with reduced throttle
and/or airspeed control)

. Unexplained loss of manifold pressure (in turbocharged
airplanes, indicative of a possible exhaust system leak that could
ignite a fire or explosion)

. Non-responsive throttle control (broken throttle cable, etc.)

Unless an airplane has a specific Precautionary Engine Shutdown
checklist, use the Engine Fire in Flight procedure to accomplish a
precautionary shutdown.

Angle of attack control is critical on takeoff. If all is normal
otherwise on takeoff, raise the airplane's pitch to a known attitude
that results in a safe and effective angle of attack. Crosscheck this
attitude against indicated airspeed.

"Rotating" without a pitch and airspeed target (whether visual or by
reference to instruments) invites the possibility of over-rotation and a
stall or mush. If the engine falters or completely dies, immediately
establish a safe attitude (again, by outside or inside reference) to
maintain a safe flying speed for control all the way to the ground.

To discover this attitude beforehand:

. At a safe altitude, configure the airplane for takeoff (landing
gear down, flaps up or partially extended per your preference).

. Reduce throttle fully to idle and nose down to establish a
short-field landing airspeed (usually the 50-ft obstacle speed off the
Landing checklist and/or the conditions of the Landing Performance

. Note the attitude required to maintain this speed in this
configuration. This is approximately what's needed immediately upon
noting an engine failure on takeoff or from any airspeed below about
150% of best glide (in a single-engine airplane).

. If at higher airspeeds when the failure occurs you can increase
altitude or hold level as the airplane decelerates toward a glide speed,
but you need to be ready to aggressively push the nose to this attitude
as soon as you detect an engine failure from a takeoff or climb speed or
pitch. Only then do you have control to exercise any options that might
be available--land straight ahead, make heading changes to a landing
spot, and/or attempt troubleshooting and restart if time permits.

In circling approaches improved visibility of the landing surface and
potential obstacles on the ground is the reason the standard circling
maneuver is to the left. This guidance applies unless specifically
directed otherwise in the approach procedure or by ATC.

Questions? Comments? Send me a note at


Bob Siegfried is a retired United captain and energetic proponent of
personal aviation. You can read a
tml> profile of "Old Bob" and his flying family in the current issue of
Pilot Journal <> magazine. Old Bob
wrote in response to a recent FLYING LESSON suggesting the pilot "match
up" both throttles after securing one of a twin's engines in a real or
simulated engine failure to restore gear warning function, and another
reader's observation that this removes a visual cue to aid in rudder
application when varying power in single-engine flight. Bob writes:

Good engine out technique requires a basic habit of keeping the
[slip-skid] ball in the middle. If the client has not developed that
attitude prior to learning engine out procedures, it is time to put it
into his/her repertoire.

Until all aircraft are equipped with built-in fail safe automatic yaw
compensation systems, learning to keep the ball in the middle is as
important as learning to maintain an airspeed.

Time for a back to basics session.

To answer your question: I like your method of marrying the levers to
re-active the gear warning. The idea of using the displaced throttles as
a crutch to determine which rudder to push just covers up a major
deficiency in technique.

Thanks, Bob. Questions? Comments? Contact

For more see


Here are a couple new items from the FAASTeam:

. NASA's Aviation Safety Reporting System (ASRS
<> ) is an integral part of your Safety
Management System. The ASRS is a collaborative effort by the FAA,
industry, and individuals to maintain and improve aviation safety. NASA
collects voluntarily submitted aviation safety incident/situation
reports for the FAA from pilots, controllers, flight attendants,
mechanics, dispatchers and others. Subscribe to ASRS's Callback
e-newsletter to learn from "almost an accident" events that would
otherwise never make it to the flying public.

. The June
df> 2008 AVNews Update is now posted. This month's issue includes
information on a new AD affecting Cessna piston aircraft, changes to
rules permitting "polishing" frost in lieu of removing it before flight,
a new Fact Sheet on helicopter emergency medical services, and FAA's new
policy requiring more detailed transmission of taxi instructions at
controlled airports.

For more see:
<outbind://11/FAA%20Proposes%20to%20remove%20polished%20frost%20 regulati
ons> <>


Flying to the world's greatest air show is not without its
challenges.and as every year we unfortunately learn, unforgiving to the
unprepared. FLYING LESSONS continues its annual seven-part review on
preparing to master your Oshkosh arrival and departure.

C-88EE-450D-B5B1-098AB96F0F74&Dynamic=1> Extra Eyes - invite an observer
to fly with you, and train him/her what to look for.

Previous topics:

. Land
B-8F23-477C-B509-82922D0727E9&Dynamic=1> on the Dot

. Airspeed
50-A28A-E6A665891317&Dynamic=1> Control.

. Have
0-1161-457B-BE89-3AA633B059B8&Dynamic=1> a Backup; Fill 'er Up.

. Know
1-00fa-4bc9-9b2a-a114edaa14d6&Dynamic=1> the NOTAM. Please note the
NOTAM link in the 2006 article has been replaced with EAA's 2008 NOTAM
<> .

Fly safe, and have Airventure 2008 <> !

For more see:
C-88EE-450D-B5B1-098AB96F0F74&Dynamic=1> &Dynamic=1
B-8F23-477C-B509-82922D0727E9&Dynamic=1> &Dynamic=1
1-00fa-4bc9-9b2a-a114edaa14d6&Dynamic=1> &Dynamic=1
0-1161-457B-BE89-3AA633B059B8&Dynamic=1> &Dynamic=1
50-A28A-E6A665891317&Dynamic=1> &Dynamic=1 <>


The June 26, 2008 Weekly Accident Update is now posted at <> , including these

* A Baron 55 lost about six inches off the right propeller in

* Three died when a V35B crashed shortly after takeoff..

* An S35 landed gear up..

There's also detailed information and commentary on the collision
between a departing A36 and a landing Twin Comanche in prevailing IMC.

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

<> 2008.htm

Fly safe, and have fun!

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
<> .

C2008 Mastery Flight Training, Inc. All rights reserved.

Holder of an ATP certificate with instructor, CFII and MEI ratings, a
Masters Degree in Aviation Safety, and 2008 FAA Central Region CFI of
the Year, Master CFI Thomas P. Turner (resume
<> ) has been
Lead Instructor for FlightSafety International's Bonanza pilot training
program at the Beechcraft factory; production test pilot for engine
modifications; aviation insurance underwriter; corporate pilot and
safety expert; Captain in the United States Air Force; and contract
course developer for Embry-Riddle Aeronautical University. He is now
the Manager of Technical Services for the <>
American Bonanza Society. With over 3500 hours logged, including more
than 2200 as an instructor, Tom writes, lectures and instructs
extensively from his home at THE AIR CAPITAL--Wichita, Kansas.


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


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