The GPS has wrought a revolution in navigation and there is no reason why every pilot should not have several on board. Smartphones, tablets and other technology give us little excuse not to get a good picture of weather ahead and how best to navigate to the next waypoint. If entered, do a turn and get out. However, UFIT continues to cost lives. Perhaps there is a need for a little more education and practice for situations where that advice is insufficient. Some might argue a little knowledge is a dangerous thing.
It is an endless debate, but I belong in the camp that believes more knowledge is generally beneficial. UFIT is the major cause of fatalities it most often happens through the pilot flying in cloud or reduced visibility and not being qualified to do so. The circumstances are many and varied, but the end result is unfortunately all too common. I do not agree with CASA going around the country with the message: seconds in cloud and you are dead. You do need to learn how to fly appropriately.
Also, there is always a backup plan if things go wrong. You can learn a lot about how to control your aircraft using clear conditions. You start with a minimalist approach to using the flight controls.
The exercises will increase your flying ability and knowledge of your aircraft. The first exercise is to fly straight and level without touching the yoke or stick, but lightly using rudder. Fly at a reduced cruise speed. However, with no control, the aircraft likely will drift off into a spiral dive, which is a concern. All you need concentrate on first is keeping your wings level. If your wings are level, you are not turning and, with some time lag, the reverse is true.
If you are flying straight, your wings are averaging level. Just keep on course with gentle taps on the rudder. Wandering off course generally follows a dropping wing. You can fly a 3D pattern by judicious and stepwise application of rudder, throttle and trim only. You are using whatever natural stability the aeroplane has. If you want to turn, do so with no more than about 10 degrees bank using rudder.
Try not to touch the yoke or stick. If you want a major change of course, try doing your turn in sections, say 30 degrees change of azimuth at a time and return to straight and level before repeating as necessary. Straight and level is your fall-back situation. You are doing all you can to avoid dropping one wing and going into a spiral dive.
Overuse of the control column or steady bias of one wing down are the main causes of loss of control. Avoid heavy use of aileron at low speed that could precipitate a stall. You are keeping things as simple as possible to avoid overloading the pilot and overcontrolling. An excellent early exercise is to go to the training area and do a large circuit without touching the yoke or stick. Do it all on engine, trim and little pushes on the rudder. Then do it again adding climb and descent to the profile.
Want to go up? Add power and re-trim for speed. Power first and then trim for speed. Once you get confident with those exercises, try them on a day with some turbulence. Remember, bumps and thumps tend to average out. As the turbulence increases, so may your use of ailerons, but keep as light a hand as possible.
Now you want to progress to repeating these exercises on instruments. First get some currency in recovery from unusual attitudes. A home flight simulator with realistic controls can be useful, but recognise its limitations like there being no physiological disorientation or real stress. Surviving the unexpected usually tests Do not underestimate the psychological impact of really losing all outside visibility your training in aircraft control and your psychological preparation.
Most aircraft have strict limitations on aerobatics of which you should be aware and it is certainly best to have a qualified person alongside you. Get a book about learning aerobatics like Flying Aerobatics by R. Bowring or Aerobatics by N. When I first learned to fly in in a J3 Cub, my instructor would not let me solo until I had demonstrated recovery from a full spin. Spinning is a recognised aerobatic manoeuvre and not dangerous in most aircraft so certified.
As usual, my instructor demonstrated and then I had to do it. What I learned first was that I was psychologically unprepared for the behavior of the aircraft and the unusual sight of the ground filling the windscreen and whizzing by from one side to the other.
You can easily react by freezing on the controls. You have to learn to think, observe and react calmly in such situations, and that can only be done by practice in controlled circumstances. Try to cover the consequences of things not going to plan. It is important not to cheat with your vision. Normally, almost all of your sensory input comes from the eyes.
IFR pilots warn against the leans, when you have a strong feeling that www. You must ignore that and trust your instrument panel. Just a tiny glimpse of blue sky or the sun gives you a tremendous amount of information about the aircraft attitude. Try to eliminate that before you finish the exercises. Having no outside visibility at all is very different to having it almost lost. Wind makes the difference. The little GA compass is near useless for maintaining a course in turbulence — once you start turning, the compass spins.
Practice how to scan your instruments and not fixate on one. Do things in small steps. Try without an AH. Unless you have a modern solid state AH, the older gyro-driven one will tumble if you ever really lose control.
Also, they fail more often. Clouds are often associated with turbulence and ice and other difficulties, so try placing a card over your ASI to simulate a pitot blocked by ice. He also had type 2 diabetes, which was controlled by diet. But the diabetes resulted in nerve damage, causing difficulty with balance and walking. However, the cardiologist wrote that the pilot was not following a proper cardiac diet. The pilot had an examination by his primary care physician just two days before the accident.
His height was measured as being 70 inches and his weight was pounds. The autopsy showed several abnormalities related to the heart. Myocarditis is an inflammatory disease that can result in irregular heartbeat, difficulty breathing and even sudden death. While a cardiac event that led to the crash may have been a most likely scenario, it was not established by the autopsy as being a fact.
The aircraft was developed in England as a kit. It could be configured as a motorglider with extended wings or a traditional, aerobatics-capable airplane, like the one involved in the accident. It was built by the pilot and certified in the experimental amateur-built category on May 19, It used a Rotax S engine driving a full-feathering, constant-speed propeller.
A witness at the Tri-City Airport 3G6 in Sebring, Ohio, told a police officer that he saw the pilot taxiing the airplane toward the north, then back south with the canopy open. He saw that only the pilot was inside. He said that he had seen the pilot taxi the airplane around the airport many times but never saw it take off. He said the airplane had its annual inspection in the week before the accident.
Another witness told the same police officer that he was checking on soybean crops when he noticed the airplane wreckage about feet from the edge of a field. He ran over to see if the pilot was inside and okay. When he found that the pilot was in the wreckage and deceased, he called , gave the location and directions on how to get there, and then felt the engine block to see if it was still warm to provide a clue as to when the crash had taken place.
The NTSB sent an investigator to the scene. The wreckage and ground scars were consistent with an inverted, near-vertical impact. There was no post-impact fire, but the witness and first responders reported the smell of fuel.
The wreckage was moved to a hangar for further examination. Some contaminants were found in the filters, which were installed in the fuel lines. No water was detected when the fuel was tested with water detection paste. The examination concluded that there were no preimpact problems with the engine or aircraft. The pilot held a private pilot certificate with ratings for single-engine and multi-engine land airplane, and instrument and glider ratings. His third-class special issue medical certificate expired on June 30, On his last medical certificate application in , he reported 1, total flight hours.
He was 72 years old and weighed pounds at the time. The pilot had a history of coronary artery disease treated with bypass surgery, stents and medication. He also had elevated cholesterol and high blood pressure treated with medications. The Mahoning County Coroner prepared the autopsy report that determined the cause of death was blunt force injuries from an accident.
It said a contributing factor to the cause of death was coronary artery disease and high blood pressure. It described enlarged heart muscle cells and some scarring, but did not determine that the pilot had a heart attack nor another type of cardiac event before the accident. Sumwalt, Member Earl F. On April 25, , Sumwalt wrote to Baker saying that the meeting was constructive and the dialogue beneficial.
Sumwalt also pointed out that the General Aviation Joint Steering Committee identified incapacitating medical conditions as a contributor to in-flight loss of control accidents. I looked for more information and found three accidents reasonably close to the time of the accidents in question.
They should give them all ear tags when they start. I do not agree with CASA going around the country with the message: seconds in cloud and you are dead. Remember, bumps and thumps tend to average out. You just knew he was going to go a long way. Then we can slowly extend the envelope of what we can safely do. You have to learn to think, observe and react calmly in such situations, and that can only be done by practice in controlled circumstances.
UFIT causes the most grief. The aircraft was designed to cruise at 85 mph, stall at 28 mph, and had a maximum takeoff weight of pounds. The first exercise is to fly straight and level without touching the yoke or stick, but lightly using rudder. You can easily react by freezing on the controls. Most aircraft have strict limitations on aerobatics of which you should be aware and it is certainly best to have a qualified person alongside you. It may well seem easiest to leave it where it is but that may not ensure either a timely repair process, quality of workmanship or even an interest in seeing the job complete if the cash runs out.
He also had elevated cholesterol and high blood pressure treated with medications.
As usual, my instructor demonstrated and then I had to do it. This is the psychological test, but you have the tools to cope and survive. The FAA detected use of the drugs atorvastatin, fluoxetine and atenolol. It could be configured as a motorglider with extended wings or a traditional, aerobatics-capable airplane, like the one involved in the accident.
He also had elevated cholesterol and high blood pressure treated with medications. Smartphones, tablets and other technology give us little excuse not to get a good picture of weather ahead and how best to navigate to the next waypoint. Candidates are put through a series of aptitude tests to gauge their suitability for the course, and the best are offered a place. This is the psychological test, but you have the tools to cope and survive. He also held a repairman experimental aircraft builder certificate.