Looking over the latest (June 30 ) FAA accident list, it is hard to wonder what some pilots are doing while at the controls. How do two pilots of different Cessna 172’s manage to “flip over” while taxiing? Why does the gear of a taxiing Mooney suddenly “collapse”? There are so many accidents like these that I can’t help but wonder who is minding the shop?
These type accidents seem to be in part due to distraction of the pilot from his/her main duty of being completely in charge. That means not being distracted by cell phone usage, talking to passengers or just not paying attention.
Now the fix for all of these dysfunctions might best be classified as getting more disciplined as “PIC” (pilot in charge). Sort of stepping up to the plate and acting as if really in charge and engaged. For the life of me I can’t understand how a pilot taxiing a Cessna 172 manages to “flip over”. Maybe if taxiing during a hurricane or tornado it’s possible, but how else?
Another frequent reported goof is landing with the gear up. I have discussed this before but here goes again. Establishing a reproducible routine is key. Whether flying a single or multi engine, it’s all the same. At some point in the approach to landing, the gear let down process has to be started. In good VFR the downwind leg is a good spot. On an IFR approach the outer marker, or other similar beacon should be used. As the pilot lets the gear down it should be correlated with a verbal phrase such as: gear down and locked (as correlated with the lights). The gear status should be checked at one or two more points, e.g. base leg on VFR approach etc. Again a verbal cognizance should be given as : down and locked.
Enough on that, as I have discussed the gear-up avoidance several other times. I will just venture briefly into the area of errors pilots make on both arrivals and departures. Lately I have been reading about crashes on take-off that baffle me. Unless there is a mechanical problem with the plane, take-ofs should be routine and uneventful. Again having some working private conversation with one’s self may help. For example on take-off, note the point of decision where you are committed to GO and say to yourself: going up, or something along that line. Just something to confirm what is happening. No surprises are welcome here. This philosophy can continue throughout the departure, and continue into the enroute portion of the flight.
The landing phase of flight can also benefit from a verbal correlation with where one is. In part this may be done as one calls in: downwind for runway 31. Then one also has the gear down routine to follow. This should be carried out until just crossing the threshold of the runway.
Well that should give some of you pilots something to work on. I would be interested in other ideas along these lines.
Fly well and safely and stay away from the fireworks.