 Our next presenter is with that well-known organization Aircraft Owners and Pilots Association. They're based in Frederick, Maryland, and they represent 415,000 pilots out of the 600,000, two-thirds of the pilots in this country represented by AOPA, your loudest voice in general aviation. Our next presenter is the Chief Flight Instructor for the Air Safety Foundation. He has over 13,000 hours of flying. He's a retired American Airlines Captain, a Czech Airman for the company on 767s, and he says now that he's retired, he has stepped up to assess the 172 for pleasure flying. His topic today is the top five mistakes that we make as pilots. Let's welcome Mr. J.J. Greenway. Thank you very much, Walt. Appreciate you all coming into the tent. I know all the years I've been in Sun & Fun. It's never hard to fill this tent at 11.30 in the morning and at one in the afternoon in this building because it's a place to sit down and it's a place where there's some nice air conditioning, so I know you'd be here anyway even if I wasn't here. Do we have any non-flying spouses that have accompanied anyone to Sun & Fun this year? One or two out there. My wife didn't come with me this year. She's only been here once and she's not a big air show person. She likes to fly with me, but walking around in the sun and the dust for four or five days is just not her cup of tea. So a couple of years ago, a good friend of mine, Tom, called up and said, hey, I want you and your wife to go to the air show. I'll fly you down. I said, oh, my wife didn't go. He says, well, you ought to see my airplane. I just got it. It's got a lavatory on board and food and everything. So he flew us down here. That's also on our way down the last time she was here and this is how I had anticipated bringing her down this time. So you take your pick, that one or this one. So this is more fun, I think, but she did have a fun time coming down that first time but I haven't been able to convince her to come down since. Anyway, at the Air Safety Foundation, we are very data-driven. We look at every single accident that happens. We take the general aviation accidents and since that's what we're familiar with and that's what we want to focus on and we look at the causes. We throw out helicopters. We don't study those accidents. We throw out commercial accidents. We look at just the type of flying that you and I are used to doing in the daily course of our general aviation. We're all interested in air safety. It's hard to compare apples with oranges and a lot of statistics do but we have to drive in and see. With automobiles, we know that with the accident death rate it's about 40,000 per year. With motorcycles, there's about 4,500 deaths per year. Vending machines. I don't think there's a vending machine safety foundation but you can look these statistics up. I did and found out that since 1978 40 people have been killed and a lot more have been injured trying to get free product out of a vending machine and the machines tipped over on them. Not a good idea. Flying is as safe as we want to make it though. It really is. If you've been to any of the maintenance seminars I was sitting in one just earlier. We talk about mandatory service bulletins. We talk about ADs and there's so many things that we can do to make flying safer. Right now we're running in general aviation deaths per year in plane crashes. The airlines have obviously enviable safety record and they went a couple of years with zero deaths. I don't think we'll ever get there in general aviation but I think there's a lot that we can do as pilots to narrow down the accident rate right now and narrow down the fatality rate so it's something that we're all a little bit more comfortable. As you know, the Air Safety Foundation our main product that we put out every year is the Nall Report and I brought exactly 106 pounds of Nall Reports down here with me because I just signed the air bill for them and they're in the back if you want to take one on the way out and that's where we have our data that we've gone through and sifted through to see exactly what our statistics are and where the top areas are where we get in trouble as pilots. We're going to look at those and what I've done is we've taken a five-year average because there's little spikes once in a while. We've taken a five-year average of the accidents because we didn't want to have this seminar go stale on us after just one year. But it's all human nature that connects these accidents and the Nall Report that figures 79 percent. There's just right around 20 percent of accidents are mechanically caused and the rest of them are caused right up here by the pilot and as we go through this program you'll see a couple of the things that we do as pilots that are just plain not smart. You've got to get there, you're on your way to sun and fun, you're weathered in for four or five days somewhere that's obviously pressure and you know one thing with student pilots as a flight instructor, we have any CFIs in here by the way? A couple of CFIs in here. As a flight instructor we're teaching something now called aeronautical decision-making that we didn't use to teach in the 60s and 70s when a lot of us were learning to fly and that is don't set yourself up to pressure, don't have an appointment on the other end that you have to get to that's going to make you feel pressured to make a decision that's not going to end up to be a wise decision at the end. Accidents always happen to the other guy. If you like me and you learn to fly when you're 15, 16, 17 years old you know how teenagers have that feeling of invincibility. Nothing can happen to them. It's always something to the other guy and there's lots of other guys. The number one accident, maneuvering flight. It's not a very imaginative name but that's what we get from the NTSB records and with all the litigation out I'm surprised that when we come into an air show like this we don't see a sign that says caution general is determined that acting out air show pilot fantasies may lead to personal death or injury. The people that you hear right now out in the background are highly trained professionals as you know and some of you may be the same thing as well in this room. I'm not and we do have to resist an impulse to do some things that our airplane is not stressed to do. When maneuvering flight is not just what you think it's not just the high profile accidents that you read about. It also is pipeline patrol, formation flight if you're out in the mountain west, canyon flying. Let's take a look in the traffic pattern. We have controlled flight into terrain, flying low, people buzzing, they hit things that aren't necessarily charted. Most of the high things are charted but you notice there's a little disclaimer that they started putting in the 80s on the sectional chart that not every single thing that's an obstruction is charted. And we have stall spin accidents or uncontrolled flight into terrain. Some things that can pop up when we're operating the airplane in a regime of flight that we're not normally used to operating it in. And we have what we call stupid pilot tricks. The audio is not up on this and we have some good audio to go with it. I'm sorry you're not hearing it. But we had this happen and this guy actually lived through this and that was an actual footage but an air show announcer, you notice how the air show announcers here are actually ensconced in the upstairs of this building here before they had FAA laws about doing these things. We didn't have it quite so well and things like this happened once in a while. I'd like to quote my boss on this one. Bruce Lansberg, if you heard him speak yesterday, is one of his favorite ones. Sufficiently poor judgment can overcome even great skill. We have a couple of accidents like this that happen every year. 300 Series BMW, it looks like, is a pretty fair match for a Piper Arrow IV detail with a gear problem. The reason for safety in a case like this has been severely reduced. If we had audio on this, you'd hear the... Residents are also upset over reports that the pilot of the plane may have been doing aerial acrobatics just before this crash. The emotional response to this crash is that neighbor after neighbor reported to KCRA-3 that they saw this plane owned by Patrick O'Brien doing low-flying aerobatic stunts over Roseville, not only just right before this crash but also a day earlier on Saturday. He was flying pretty low. He was only about 300 feet above the house and when he took vertical here, he was only about maybe 800 feet. So when he stalled, there was no time for him to recover. Ladies and gentlemen, some of you may remember this accident that happened. It was a very tragic accident and it was not a one-time thing that this pilot was doing. He had a regular routine that he liked to perform out over his neighborhood and it didn't just end up bad for him and his passenger. This thing is getting a little bit out of hand. I guess you could say that there might be a time and a place for buzzing. I would question the legality of it but it certainly isn't over a populated neighborhood in a high density area in Northern California. We all know that the relationship between stall speed and angle of attack and we remember that favorite chart that we have in the Cessna manual if you're trained in the Cessna about the steeper the bank and the relationship of the stall speed. When we are buzzing or doing something that we're a little bit outside of our range of familiarity in an airplane we tend to handle the airplane a little aggressively because it's a maneuver that we're not used to performing and in VS our stall speed of course increases with the wing loading. That's something that comes as a surprise to us if the last time we practiced stalls was 30 years ago in flight training. If you're low, you have no hope of recovery really. But if you do have to buzz and I don't recommend it be aware of obstructions and the older I get I find that the slower I taxi because my brain can't keep up with my taxi speed I myself don't consider myself a good enough pilot to even attempt half the things that these guys are doing out here. Guys and gals are doing out here on the flight line that's why I have the best respect for them. Accelerated stall spin and structural failure is about the worst that can happen when we're performing maneuvers that are outside the range of our airplanes. Another common one is a base to turn base to final turn while operating in the traffic pattern. The tendency is to overshoot particularly with the wind that you haven't corrected for and to correct that overshoot how tempting is it to sneak in a little bit of bottom rudder on that turn. Then you've got an airplane that's uncoordinated low to the ground and stalling at a speed since you're in a turn and angle of attack is greater stalling at a speed that's higher than you're used to stalling. Bad news for something like that. But a few things we can do to protect it just some rules of thumb or some personal minimums you can set for yourself try to stay above a thousand feet AGL and if you do feel like you're engaging in aerobatics and your G-SUS inflated or at least you feel some G's think about what you're doing if you need more than a 30 degree bank in the pattern it might be a good time to think about either widening out your pattern or going around from your present position. The number two pilot killer accidents that happen on the descent and approach warning a fragile aircraft do not use to clear trees or brush do not use as an excavating tool to reduce the risk of serious injury do not attempt to disobey laws of physics taunt mother nature and important children under 16 must have adult supervision at least for powered airplanes we get a lot of weather related accidents in this category and a lot of them are for instrument rated pilots so many instrument ratings do we have in here just get us show of hands to see we're about 50-50 maybe 70-30 the non-precision approach and fortunately with the advent of WAS I attended a WAS seminar just a little bit earlier and I was amazed that LPV or vertical guidance approaches are about to outnumber ILS approaches in this country so they're popping up at an amazing rate that's good for us if we're flying IFR but the non-precision approach as we know it now particularly a alpha approach and we don't have a lot of NDB approaches or an approach that is just to the airport not to a specific runway often the missed approach point is at a point over the airport from which at the minimum descent altitude you really can't make a normal landing so that's why they have circling minimums only for a VOR alpha approach my approach at my home airport has a minimum descent altitude of about 600 feet above the ground and the approach ends right over the middle of the airport I don't need to tell anyone that's a pilot that from 600 feet right over the middle of the airport you really can't land on any runway so at that point you have to circle a circling approach of course minimums are low but notice on your downwind legs when you're VFR you're usually at about a thousand 800 to a thousand AGL circling approach all of a sudden you're in the neighborhood of having to make a downwind base leg at between altitudes all the way down to 300 to 400 feet AGL that's something that we don't practice every day when we have to do it for the first time if we're in low visibility conditions it can be a little dicey at best anybody with a wide body jet type rating in here notice a lot of the new ones they say circling approach is restricted to VMC visual meteorological conditions only so with all the training that a 777 captain gets they still can't make a circling approach with minimums less than ceilings and three miles visibility FAA agrees with that the insurance companies agree with that and that's the way it's been for quite some time more frequent proficiency checks we recommend the Air Safety Foundation that you actually get a proficiency check once every six months whether you've stayed current by meeting the requirements of part 61 or whether you've just gotten your instrument rating but currency checks that focus on what you do pilot IFR, SPIFR focus if you fly in a crew all the time I must confess that probably the majority although I fly a lot of single engine IFR probably the majority time in my logbook instrument time is logged with a crew and I'm used to flying with a crew and as an instrument instructor I resist the impulse to help that student out so much because I've gotten the crew mentality but if you fly single pilot IFR make sure you're flying with an instructor on your IPC that is going to make you do everything that's going to let you make a mistake that's going to watch while you forget to reset VOR OBS for the outbound course when you cross the VOR focus on the single pilot IFR things because there's so many things to do that if you are used to having someone help you out and all of a sudden you're doing it by yourself for the first time it can have some interesting results at best they say the definition of insanity is doing the same thing over and over again expecting a different result and I sometimes wonder when I see these accidents I saw one a couple of years ago where the pilot had made seven approaches and crashed on the eighth approach and you really have to ask yourself if you've made two approaches has anything changed on the surface with the conditions before you make that third approach if you're just rolling the dice and making multiple approaches trying to get an IFR on the basis of the fact that you might get lucky you've entered an area where our statistics show that after that second approach your chances for having an untimely end on your third approach get pretty high a little higher odds than I wish to take we have some things product at the Air Safety Foundation online and these are available to members and non-members alike since we're donor supported the Air Safety Foundation product is free to anyone with a computer we recommend high speed but we have the IFR chart challenges and what we do is we sort through and we get some of the more complicated approach charts and we look at some accidents that have happened in that area and we take some mistakes that people have made and we build it into a scenario that you can go through and complete the course and no one else knows if you get anything wrong I can't see the results up at AOPA headquarters and you can get a certificate of completion when you go through the course but some of these things really stretch me out I get the first copy across my desk and I'll tell you that I have about a 70 to 80% pass rate on these because they're questions that are asked that are easy to trip people up even if they've been flying a lot of IFR let's move on to number three pilot killer anyone want to take a guess of what this is? see what it is accidents that happen in the takeoff and climb this is a noise abatement sign at a local airport near us notice for noise abatement climb straight ahead to 1300 feet MSL preferably without crashing that's loud I think one of our developers photoshopped that sign a little bit but you get the basic point on that you think of takeoff accidents as being a no brainer how could anyone get in trouble on a takeoff push the throttle in and keep the airplane going straight down the surface that you're on whether it be a lake runway or a field and off you go in the air other inherent issues though that pop up you're operating the airplane in a very high AOA high engine stress and with high engine stress one thing up in the northerly latitudes where we are in the winter time your engine may be real cold and it may be not operating at optimum temperature so you may have some problems for there left turning tendencies I didn't see that in there until I first delivered this seminar a couple of times I didn't change it but if any of you have flown a British build airplane I have a little bit of time in an auster and it has a right turning tendency so left rudder on takeoff but you get the idea need to keep the airplane going straight down the line and as you accelerate your control forces are always changing so a lot of takeoff accidents or don't make it into the NTSB records because there are runway excursions where the airplanes may be not damaged enough to warrant an NTSB report but these things are all out there waiting to grab us if we do have a mechanical failure that 15 to 20 percent of accidents that are mechanical failures there's a lot we can do as pilots to right away mitigate the situation get the nose over right away and this is more important in I see some of these stearmen out here and if you've ever flown the stearmen you notice that if the engine does quit you really need to unload that elevator right away and get the nose way down particularly if you're low if you want to maintain any kind of flying speed now in my system 172 the wall was saying I stepped up to it's not quite so critical but still nonetheless you want to look at something soft and inexpensive straight ahead of you to hit rather than stall spin as happens in a lot of cases or try to turn around and not make it all the way around back to the airport good idea to know the altitude at which you can successfully turn around at the weight that you're operating in your airplane other things that pop up as pilots may be improper pre-flight you don't have to control lock in or door pops open I saw a Cirrus the other day taking off and he aborted his takeoff and I had already pulled onto the runway I probably was a little quick but he sheepishly admitted that his door had popped open and he turned off the runway and taxied back happens with alarming regularity but the thing is to fly the airplane first and not to let that distraction catch up with you we'll talk about density altitude weight and balance in a minute one thing that we've noticed that pops up a lot in these takeoff accidents is improperly computed runway length and you remember as you're taking your private pilot knowledge test particularly going into those charts and parsing down takeoff distances and takeoff distances over a fifty foot obstacle and when you take the knowledge test sometimes the questions are is it eighteen hundred and twelve feet or eighteen hundred and forty six feet down into thinking that you're actually getting that kind of takeoff performance add a little bit to it an eighteen hundred foot runway is a very short runway but the book may say that you're able to do it in a lot less than eighteen hundred feet but if you pad yourself with a fifty percent takeoff distance in addition to what the book says you need you're going to end up a lot happier for your daily operations one way that the part one twenty one airlines get around this is they add either forty percent depending on the situation so they are required to build a fudge factor in and the airline safety record knock on wood has been very good except for a few little maintenance issues lately another gentleman back here has an airplane that's probably close to a year mine is you said you had a one seventy two with a hundred fifty horses what model is it N or P one sixty okay my airplane is about thirty four years old and it hasn't had the major overhaul yet because it's got real low time so I'm pretty sure I'm not developing a hundred fifty horsepower and if I'm not my performance book is really out the window so something to think about as we're looking at older airplanes airplanes that have been used and abused and might not be making it all the way up to their full capability density altitude I spent a little time flying observing with the mission aviation fellowship pilots down in Indonesia not too long ago they were flying Cessna caravans into some high mountain strips around five thousand fifty four hundred feet and you know what impressed me the most and these guys are operating a long ways away from civilization we had to get up real early one morning and fly about four o'clock we left and I said we got all day to do this what's the problem he said well we have to be in and out by ten a.m. otherwise we're spending the night in the Garoka Highlands and he said you don't want to spend the night up there so I saw what he meant and the commit point on the approach was about twelve hundred AGL and after that there was no go around so I helped unload and we were out of there by ten a.m. but they were very very serious about that not even an airline they're a very professional group of missionary aviators but it's a lesson for me that if we set personal minimums for ourselves like that we can increase our safety so much and now as summer's coming and the back country airports open up particularly in the mountain west there's a lot of strips I'm just picking on Idaho for instance since I've probably flown the most GA there there's a lot of strips that you really ought to be in and out of there by eight or nine a.m. and that you really ought not be going there if you don't have a headwind to help you get out or a headwind to help you land just because we're here in Lakeland Florida doesn't mean we don't suffer from density altitude problems check those charts one good thing about the AWAS and this is one reason why I don't mind paying federal taxes so much the AWAS in most cases and ASOS lists your density altitude and that's very handy because the E6B whiz wheel here I'm sure you all have one in your flight bag right now and know how to use it and remember how to use it I just recently found my E6B the other day I've had it since I was 15 years old and I hadn't seen it for a long time and I will confess that I did find the book with it too and had to get back into the book to figure out how to use it but understand density altitude understand the effects of density altitude on your airplane understand that it can happen low altitude as well wind control is another thing affecting takeoff and when we're operating in an airport with a lot of buildings near the runway that is really its own micro-climatology and we can't see the wind but if you see the buildings near the runway you can see the effect of the wind pretty easily really impressed me last night the night air show being a very very amateur aerobatic pilot myself I spent a lot of time looking out at the horizon but I can't imagine how these guys are doing these maneuvers with very very little horizon last night anyone catch that air show last night? beautiful absolutely beautiful but I can't imagine trying to see where you are at the top of a roll with a very limited horizon same thing just for our normal operations in our general aviation aircraft though particularly around the ocean beachfront airports if you're taking off over the water you really need to plan on making a 00 takeoff and be on the gauges from rotation on accident happened just recently in I believe it was Venice the probable cause is not out yet so I'm not speculating but it is pretty suspicious on a very dark moonless and cloudy night with a high overcast the airplane ended up in the water within 70 seconds after takeoff need to be ready to go on the gauges right away and the number 4 with almost 15% of all fatal pilot related accidents weather natural forces may impose stress loads in excess of aircraft structural limitations problem with weather accidents as we're seeing now they come in is that high probability of fatality with takeoff and landing we're down near the ground but with weather accidents these often occur at cruise altitudes one interesting thing we've noticed in the statistics with more and more traveling airplanes coming on the market high end singles particularly we're seeing those airplanes involved in a disproportionately high number of weather accidents because they're encountering weather en route and that's something that we didn't envision happening a spike there but it stands to reason that if you're taking an airplane that's a traveling machine versus a J3 Cub which is not a traveling machine you're going to have more weather accidents in a high end single than you are in some training aircraft or something that's just being used for local flights around the airport all fatal what is the problem with the weather mostly thunderstorms and if anyone saw my boss's presentation yesterday on thunderstorms he did a couple of them for the last couple of days Bruce Landsberg and he was flying home this morning I saw him in the hotel lobby and he was shaking his head because there was a couple of good thunderstorms between here and Frederick Maryland so I said remember what you were talking about yesterday thunderstorms we have and VFR and IMC is another real common one and this affects instrument pilots as much as it affects VFR pilots because they're not on an instrument flight plan and they're not at a place where they can legally or safely fly instruments so VFR and IMC seems to be a pretty equal killer and then we have icing accidents we're having about a dozen fatal icing accidents per year in general aviation in the United States and some of them are more than just one occupant of the airplane I think we froze on icing one of our programs that we just came out with a weather wise series starts out with thunderstorms and goes on to air masses in fronts and it'll be a several part series at Air Safety Foundation that will be one of our online courses thunderstorms in ATC and that was really the thrust of what we've been talking about for the last two days with Bruce Landsberg is how to get information, convective information from the controllers but just the thumbnail sketch of it and the real short story on it is the controllers don't always give you weather that they see on their screen I need to ask for it as a pilot you need to ask for it as a pilot otherwise you're not going to get it they can provide you vectors around it I was talking to a guy that flew in here a couple of days ago and he said that there was about a 200 mile deviation to get in here and he said that a lot of people were asking the controller can you find me a way through it well it just flat out wasn't a way through it so the controller is not like Moses he can't clear a path for you through the controller in relation to where you are data link, if any of you are traveling with some of the more capable handheld units that show the information just be aware that that information is up to 11 minutes old at times, it's not the very latest in information as if you had onboard radar so be aware of the limitations of what you have if you're going to be skirting a cell which I don't recommend just based on your handheld display you wouldn't want to skirt too close to it because what you're seeing on your handheld may not be right up close some more of our product that we have at the Air Safety Foundation that comes on to help you with this we have safety advisers and more online courses let's take a look at a VFR and IMC experience the sky is overcast and the visibility poor that reported five mile visibility looks more like two and you can judge the height of the overcast your altimeter says you're at 1500 feet but your chart tells you there's terrain in the area as high as 1200 still you've flown through weather like this before so you press on you find yourself easing back slightly under controls to give yourself more clearance then with no warning you're in the soup you peer so hard into the mist that your eyes hurt you swallow only to find your mouth dry somewhere a voice is saying you should have turned back you now have 178 seconds to live you push the rudder and add a little pressure on the controls to stop the turn but this feels unnatural and you return the controls to their original position this feels better but now your compass is turning a little faster and your airspeed is increasing you scan the panel for help but you don't find any it doesn't make any sense you're sure you'll break out in a few minutes but you don't have a few minutes you now have 100 seconds to live you glance at your altimeter and are shocked to see it unwinding you're already down to 1200 feet instinctively you pull back on the controls but the altimeter still unwinds the tack is in the red and the airspeed's almost there too you now have 45 seconds to live now you're sweating and shaking there must be something wrong with the controls pulling back only moves the airspeed deeper into the red you can hear the wind tearing at the airplane you have 10 seconds to live but you see the ground the trees rush up at you you can see the horizon if you turn your head far enough but it's at a strange angle CFI's please create realistic scenarios for your students as far as 180 degree turn is concerned obviously don't be so realistic that we're going into the clouds and doing it without an IFR flight plan but it's really not a bad idea to expose students because we still have an alarming number of these accidents happening not just in the high weather areas in the northern U.S. in the wintertime or the pacific northwest year round but these accidents are happening all over the country with alarming regularity and it's something that really hasn't changed why do we do it I guess all the reasons that we talked about before we think it won't happen to us or we think if we press on a little bit in the soup that we'll get out of the clouds but if you aren't instrument rated make a point of getting instrument rated and staying very current like I said six month instrument proficiency checks and you can practice a 180 degree turn under the hood you don't need your instructor for that a safety pilot with you to see how your performance is doing 180 degree turn under the hood but of all the things just fly the airplane first keep the airplane stable if you have an airplane with an autopilot make sure you know how to use it turn it on in a hurry and use the heading select function of it and use the altitude hold function of it as far as off airport landings are concerned there's a lot of debate on this I see them happening not as often as they should a little bit when I hear someone criticize a pilot for making an off airport landing but I really can't join in that criticism of a pilot because I don't know what situation has arisen that that pilot has chosen to make an off airport landing insurance companies trust me would rather pay to have that airplane taken apart and hauled out on a truck than they would pay for the pieces to be hauled out in the back of a truck so if you have to make a precautionary landing it's your decision to make most are survivable ICE we talked about that just a little bit more before all the things that can happen with ICE most of the airplanes that we fly are equipped with the only de-icing equipment they have an anti-icing equipped is just the heated pedo tube and that's really not enough when we're flying in ICE we instituted a program a test with the FAA at the Air Safety Foundation it just concluded last Monday and what we wanted to do was get pilot reports into the system as we could so we coordinated with just one center we went out to Seattle and coordinated with Seattle Center controllers and we had them ask the pilots anyone's flown in Seattle's airspace weather's not real good in the wintertime especially this time of year so a 90 day test ran from January to April January 7th to April 7th where the controllers would ask the pilots for pilot reports and then go ahead and enter them into the system so if you checked for pyreps out in Seattle's airspace you might have known an obscenely large number of them because the controllers cooperated very nicely with us as did the pilots and if the program is successful we're just in the process of tallying the data now one of my chores next week when I get back but if the program is successful we want to roll it out country wide and have the controllers be a little more involved in soliciting pilot reports not just for ICE but for unforecast IFR conditions just so we can get the word out there because a forecast is absolutely useless to us if we are getting a forecast of terrible weather and we get out there and it's severe clear if we don't tell somebody back at ATC or flight service that the weather was not as forecast and the next pilot along really doesn't have any idea what's going on but the thing with ICE is and I like to keep simple on ICE because there's no real way to fly ICE we just need to keep out of ICE and avoid ICE in our small airplanes but at one point during the flight you were ICE free something to remember so make that 180 degree turn and get back to that ICE free place while you still can where your airplane is still flying I hear people talking about my airplane holds a lot of ICE and other airplanes with a clean wing don't hold a lot of ICE that's an area that I think I've probably been guilty of saying the same thing too but that's really an area that we shouldn't be exploring much ICE the airplane will hold so remember where you were not getting ICE and go back there if the last place where you're not getting ICE was in your hangar I really can't help you with that but something to think about with ICE a decrease in speed is something that is probably going to be the first thing you notice if you can't see your wings but most of us fly airplanes where we can see our wings but the problem is in IMC north of about here your airplane is really not usable for a good portion of the year now we're moving on to fuel like I said before we average these out over a five year period and when we got to the fifth and final category fuel management I will say a little bit of a disclaimer after four we got to what the NTSB accounts as just throwing everything into the bin all the accidents they can't really account for cause unknown but we got to look at and there was a lot of little causes unknown but then the fuel cropped up to be a pretty big one as it turned out and so with fuel management it's important to understand the difference between fuel starvation and fuel exhaustion fuel exhaustion is we don't have any fuel left on the airplane the only fuel left is down in the pumps and that's a long ways away from us fuel starvation of course is there's airplane fuel still in the airplane but we have forgotten or temporarily forgotten or never knew how to get that airplane from where it is in the airplane to the engine that needs it so starvation and exhaustion this is a tough program to educate on because none of you are going to run out of fuel if I asked each of you if you were going to run out of fuel in the next week none of you would and I'm not going to run out of fuel I can guarantee you that but three people are going to run out of fuel between two and three people in the next week in the United States and the airplane is going to end up where it wasn't intending to end up now some of these end up fatal many of them don't end up fatal because the airplane ends up at an airport or ends up undamaged on the ground and these don't make it into the record but it's been a tough and monumental task for us to get the word out on fuel we've put together a few little pilot safety announcements and I'd like to share them with you because we're playing them at just about all of our seminars that we have in the country come with me on this one this is your captain speaking looks like our flight time to Hawaii will be about 5 hours and 20 minutes give or take we're trying to save little gas by keeping the fuel load pretty light today so just a heads up not to panic if you hear the engine shut down a little later in the flight since you might have to glide that last little bit in the Honolulu not to worry though we almost always make it so sit back relax right did I get the point across I wouldn't want to fly on them either it's a good thing they went out of business first but the airlines are very very careful about that just as an example an island like Bermuda where there's no alternate airports near Bermuda an airplane that leaves New York for Bermuda is fueled to get from New York to Bermuda and back to New York or back to Washington back to an airport on the mainland so some to think about and with fuel and filing for an alternate when we get into the intricities in part 91 when alternates are required I'm not going to cite the 2,000 feet above and 3 miles visibility and within an hour before an hour after because I always get it mixed up unless I have the rigs in front of me but think of other things besides weather that can affect a diversion if it's a single runway airport a disabled aircraft on the runway can cause a diversion I went back through my logbook when we started talking about fuel diversions and realized that of the 13 diversions I've had in my entire career and my entire flying life big airplanes and little airplanes only 3 of the 13 diversions were caused for weather let me tell you about some of the other things short final to Guadalajara an earthquake and the tower said go around and with the language difference I couldn't understand why we needed to go around but I had no idea there was an earthquake going on they had to ascertain that the runway wasn't cracked going into Caracas, Venezuela 1989 civil unrest and riders had lined the runway with tires and lit them all on fire not Bermuda but Barbados an airplane with 747 broken axle on the runway and disabled the only runway so we had enough fuel to get in for the weather we had but yet on all these that's just a small example on all these diversions we legally didn't have to have fuel for weather diversion since the weather was good but yet we had to make a diversion anyway just something to think about let's look more at a few one more PSA that we have pilot safety announcement we all know that dependence on foreign oil is a problem and a lot of us are doing something about it we've cut our energy consumption and traded our gas guzzlers for hybrid cars but isn't there more we could be doing all across the country pilots are joining the fight to end our addiction to foreign oil they're carrying just enough fuel to get within gliding range of their destinations some are even conserving by walking those last few miles after all why waste fuel when your airplane can glide to the ground using gravity and the power of the wind hybrid power it's not just for cars anymore so I'm not going to run out of fuel in the next week let's get the word out to our pilot friends that this is probably the easiest avoidable accident that happens but is it really so dumb think of the ways that you can get lured into running out of fuel your flight planning from let's say here to back up to the mid-Atlantic states where I'll be hidden when this is all over on a good day and I make this flight a fair amount in the little airplane on a good day I can just barely make it with an hour of fuel all the way there and when I'm getting high winds headwinds that are undesirable last time I did it as in a Piper Seneca headwinds that were undesirable I could make it with maybe 45 minutes worth of fuel and I didn't want to become a statistic that I would have to read about later or somebody would have to read about later so I was thinking about that and I thought you know what it would be really stupid to stop just 30 miles from my destination on a trip wrong so I thought why even pressure myself why not just plan a fuel stop in Hilton Head and then I don't have to worry about do I have enough fuel for those last couple of miles so don't put yourself under the pressure but it is important to know your fuel system the front of mine has a 1959 Beachcraft Bonanza fine airplane but it requires what I think would be a PhD just to learn that fuel system it seems a little complicated to me I come from the country myself but if you don't know your fuel system exactly you don't know how to get that fuel to the engine when it needs it then you are setting yourself up for a starvation accident another thing too and this has happened 3 times in the last 12 months a pilot realized he needed fuel he made the right decision he landed and for one reason or another there was a high fee for a late night call out after hours fuel was not available because they had the wrong nozzle they had the wrong grade or just flat out nobody there at the airport so in these 3 cases the pilot took back off again after stopping for fuel and experienced fuel exhaustion and that seems to be one of the most avoidable ones that there is ladies and gentlemen these are the top 5 accident causes averaged out over 5 years these are where the problem areas are happening but it's all about aeronautical decision making always be thinking what needs to be the worst pessimist or the best pessimist ever as you're rolling down the runway you say do I have enough runway as you're climbing to altitude is this a good altitude where I can glide somewhere if I need to as we're monitoring our fuel load we need to be thinking do we have enough fuel to do what we want to do when we get to our destination our destination is closed and we have to go somewhere else be pessimistic and just a couple of simple rules and this is getting back to the concept of personal minimums that we talked about earlier to take the risk of general aviation keep the buzzing to a minimum or not at all have enough fuel at least an hour and don't rely on your airplane to have that heated pitot tube to yes the whole wings it's not going to work and in a short runway less than 2,500 feet take care good friend of mine flies a Piper Cheyenne and he's a fairly low time pilot for a Piper Cheyenne but he doesn't like to do approaches less than two foot ceilings and three miles visibility he'll fly at IFR until he gets some more hours he said that's what he was going to do he set personal minimums he doesn't give the devil on his shoulder a chance to put input into the flying situation but take a look at these of the 1142 pilot related fatal accidents minus ones in that category we would have had only 230 fatalities it's a big number and that's the job for us I appreciate you all coming to this seminar it's a pleasure that in all the professions and hobbies I don't see a lot of scuba divers coming together in great numbers to come to safety meetings but I love doing pilot safety meetings because you all actually care about your safety the safety of those that fly with you and the safety of those around you and I appreciate your attention to some of these things that are big items out there for us general aviation pilots thank you very much thank you JJ that was pretty interesting right here we saw have you got any questions for him bring come up here and talk with JJ if you're interested in the null report I have like I said I shipped 106 pounds I'm down here the other day and they're all in the back of the room back there so take one with you if you filled out your registration form drop it off in the AOPA tent and fill out the form too to enter our daily drawing for a prize I'm not sure what it is today there's places in the AOPA tent to put both of those yes it does and if you fill out that registration form we send you the form and you can negotiate your wings credit on the basis of that form that certifies you were here there's a registration form back there on that back table drop it off in the AOPA tent yeah I know no I don't