I am an attorney who specializes in aviation accidents. I was asked to recently review an accident involving a Certified Flight Instructor who was involved in a fuel failure accident that killed him, his private pilot in the left seat and seriously injured a passenger. The mother of the flight instructor asked me to review the facts hoping that it lead to a cause of action against the company that owned the plane, a Cessna 172.
After reviewing the NTSB report and numerous media articles it was clearly evident that the accident was the flight instructors fault. They just ran out of fuel 50 miles from their destination. They were on an IFR flight plan with not even enough reserve fuel for night VFR flight. The question is how does a CFI sitting in front of the fuel gauges fly for three hours and fifty minutes and never suspect that he does not have enough fuel.
The flight instructor was 24 and was the result of what I call a "canned" aviation school, training as many students as fast as they can.
A further review indicated that their was not an airworthiness certificate aboard the aircraft, no registration certificate nor any pilot operating handbook. Why did a licensed commercial pilot/flight instructor fail to properly prepare the flight and failed to inspect the aircraft.
What was the problem with the Continental Express crash in Buffalo, NY? How about the FAA allowed training and rules. It allowed low time pilots with no rest to fly in conditions they were not accustomed to.
I am very happy to read this article. Thanks for giving us this useful information. If you want to learn to become either a private or commercial pilot then you will need to get the right training in order to get your pilot license. You can train with a private certified instructor, or take aviation school through a local airport that offers such training. Thanks for sharing.....aviation training whitehall MT
The normal high wing low wing impact occurs when the high wing airplane is hit from above by the low wing airplane. In this scenario both airplanes are in their respective blind spots. In the Cirrus/Cessna 152 accident near College Station, Texas it was just the opposite. So what is the bottom line? Both planes were not looking. As stated in one report, it was noted that the electronic system "never warned us of the other airplane." Give me a break.
We have become to engrossed with electronic systems and their ability to protect us when basis airmanship says that we need to get our heads out of the panel and look out the window. In the case of the Cirrus the pilot had it on autopilot that means he should have been looking outside the "batmobile."
Two things come to mind. Use flight following. It is a better safety avoidance than the electronics in the cockpit because atc radar can still pickup up a non transponder aircraft and relay the message.
Second, accident between airplanes happen at a low altitude. Fly high. Not only is is safer but if you have an engine problem you have a longer glide range.
I am an attorney who specializes in aviation accidents. I was asked to recently review an accident involving a Certified Flight Instructor who was involved in a fuel failure accident that killed him, his private pilot in the left seat and seriously injured a passenger. The mother of the flight instructor asked me to review the facts hoping that it lead to a cause of action against the company that owned the plane, a Cessna 172.
ReplyDeleteAfter reviewing the NTSB report and numerous media articles it was clearly evident that the accident was the flight instructors fault. They just ran out of fuel 50 miles from their destination. They were on an IFR flight plan with not even enough reserve fuel for night VFR flight. The question is how does a CFI sitting in front of the fuel gauges fly for three hours and fifty minutes and never suspect that he does not have enough fuel.
The flight instructor was 24 and was the result of what I call a "canned" aviation school, training as many students as fast as they can.
A further review indicated that their was not an airworthiness certificate aboard the aircraft, no registration certificate nor any pilot operating handbook. Why did a licensed commercial pilot/flight instructor fail to properly prepare the flight and failed to inspect the aircraft.
What was the problem with the Continental Express crash in Buffalo, NY? How about the FAA allowed training and rules. It allowed low time pilots with no rest to fly in conditions they were not accustomed to.
ReplyDeleteI am very happy to read this article. Thanks for giving us this useful information. If you want to learn to become either a private or commercial pilot then you will need to get the right training in order to get your pilot license. You can train with a private certified instructor, or take aviation school through a local airport that offers such training. Thanks for sharing.....aviation training whitehall MT
ReplyDeleteA Cirrus and a Cessna 152 come together with the windshield of the Cirrus being hit by a wheel of a Cessna 152. What is wrong with this picture?
ReplyDeleteThe normal high wing low wing impact occurs when the high wing airplane is hit from above by the low wing airplane. In this scenario both airplanes are in their respective blind spots. In the Cirrus/Cessna 152 accident near College Station, Texas it was just the opposite. So what is the bottom line? Both planes were not looking. As stated in one report, it was noted that the electronic system "never warned us of the other airplane." Give me a break.
ReplyDeleteWe have become to engrossed with electronic systems and their ability to protect us when basis airmanship says that we need to get our heads out of the panel and look out the window. In the case of the Cirrus the pilot had it on autopilot that means he should have been looking outside the "batmobile."
Two things come to mind. Use flight following. It is a better safety avoidance than the electronics in the cockpit because atc radar can still pickup up a non transponder aircraft and relay the message.
Second, accident between airplanes happen at a low altitude. Fly high. Not only is is safer but if you have an engine problem you have a longer glide range.