How do you not learn from your mistakes

Jay Honeck said:
That is the strangest NTSB report I've ever read.
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Did you see the one where the guy broke out of the hospital early while recovering from injuries sustained during the crashing of his plane, then immediately decided to go flying in another airplane and crashed that one too?
 
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Jaybird180 said:
How do you not have a valid ticket yet the report call you a private pilot? I'm offended that the NTSB conferred qualification equal to my own that this PERSON did not earn.
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I read the report as saying that he was, at one time, legal but had subsequently lost his medical due to cataracts. Not passing a medical doesn't take his certificate away.
 
We got tricked by bad ASI in a Super Cub. Nothing happened other than we had no cushion for normal level and flare, but a good lesson. Shop later said that many of the old gages with radioactive needle tips had similar problems.

Skylane81E said:
ASI malfunction perhaps?
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I can see how it would be difficult not to trust your ASI, if we assume it was malfunctioning. That's a good lesson there, if that was the case, and let's say you didn't have much time in that particular aircraft, so the feel of it would be minimal if at all. What are some other ways to manage your approach with no ASI? What would be some signs of the ASI being the issue?

Stall horn would be going off - if it wasn't disconnected. Controls would be sloppy. I would setup a high base to final, then give myself a good decent rate and short-field flare or just biz jet that thing onto the runway.

I know there are some better ways, and I like to hear how others would approach the same issue.
 
Archammer said:
I can see how it would be difficult not to trust your ASI, if we assume it was malfunctioning. That's a good lesson there, if that was the case, and let's say you didn't have much time in that particular aircraft, so the feel of it would be minimal if at all. What are some other ways to manage your approach with no ASI? What would be some signs of the ASI being the issue?

Stall horn would be going off - if it wasn't disconnected. Controls would be sloppy. I would setup a high base to final, then give myself a good decent rate and short-field flare or just biz jet that thing onto the runway.

I know there are some better ways, and I like to hear how others would approach the same issue.
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Good questions. Assuming I was unfamiliar with an aircraft I would be very conservative in maneuvers, even though I am the world's greatest pilot :D, and keep speed up. You plan for putting some altitude in the energy bank for approach is right on the money, IMHO. I would like to think having experienced a near stall tuning to final with X degrees of bank at Airspeed X would be a clue not to enter that corner of the envelope again. :yesnod:
 
Threefingeredjack said:
Good questions. Assuming I was unfamiliar with an aircraft I would be very conservative in maneuvers, even though I am the world's greatest pilot :D, and keep speed up. You plan for putting some altitude in the energy bank for approach is right on the money, IMHO. I would like to think having experienced a near stall tuning to final with X degrees of bank at Airspeed X would be a clue not to enter that corner of the envelope again. :yesnod:
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It's funny -- I lost the ASI in a POS rental bird when I had maybe 80 hours in the logbook.

I was so new, I didn't even realize how serious a problem this could be. I also learned that I flew the pattern primarily by visual and audio cues -- not so much by airspeed.

I just set the throttle at 1700 RPMs, (it was a fixed pitch prop) and landed. It was a total non-event.

I have no idea how someone could be so out of touch with an aircraft that they could stall it multiple times in the pattern.
 
timwinters said:
I read the report as saying that he was, at one time, legal but had subsequently lost his medical due to cataracts. Not passing a medical doesn't take his certificate away.
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Or he could have logged all those hours as a student, but never got around to taking his checkride. It also sounds to me like there may have been a bit of senility as a contributing factor:

NTSB said:
He had been granted special medical authorizations in October 2006 and December 2007, but was denied medical certification in July of 2008. Denial was based upon, among other things, bilateral cataracts.
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That sounds like one way that an investigator who was trying to be nice might rephrase, "He was a senile old fart who no DPE in his right mind would have signed off on."

-Rich
 
timwinters said:
I read the report as saying that he was, at one time, legal but had subsequently lost his medical due to cataracts. Not passing a medical doesn't take his certificate away.
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The report did say that he did not have a valid pilot certificate, though. So there is evidently more to this story than was stated in the report.
 
Archammer said:
I know there are some better ways, and I like to hear how others would approach the same issue.
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The stall horn going off unexpectedly or the aircraft doing something unexpected (like excessive sink or severe reverse control) is ALWAYS an immediate go-around. That buys time to figure it out. Then, if the ASI is FUBAR and I'm so badly out of practice that I don't know the numbers, sound, or sight pictures, I find a long runway, approach fast, and let it float.
 
My boss on his second ever solo lost his ASI - and it wasn't a big deal.
 
To the OP,

I heard one therory was the PIC had some sort of medical emergency and his non pilot son was attempting to land the plane and he was the one that made the numerous approaches. RIP to both involved. These guys were friends of a friend of mine, so the info is second to third hand at best.

Mike in NJ
 
Jay Honeck said:
That is the strangest NTSB report I've ever read.

How could that happen?
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Well isn't that obvious???

On May 4, 2013, about 1300 eastern daylight time, an experimental amateur-built Rans S6S, N388KB, was substantially damaged when it collided with terrain during an uncontrolled descent near Suffolk Executive Airport (SFQ), Suffolk, Virginia. The private pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight
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Jay Honeck said:
It's funny -- I lost the ASI in a POS rental bird when I had maybe 80 hours in the logbook.

I was so new, I didn't even realize how serious a problem this could be. I also learned that I flew the pattern primarily by visual and audio cues -- not so much by airspeed.

I just set the throttle at 1700 RPMs, (it was a fixed pitch prop) and landed. It was a total non-event.

I have no idea how someone could be so out of touch with an aircraft that they could stall it multiple times in the pattern.
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Easy to say from here, but I'm with you... how many simulated no-instrument approaches had this pilot ever made? Did he ever do any "R and R" stall practice, especially in turns? You have to wonder.
At the very least, two "whoopsies" in a row, in the classic turn to final scenario, should have been more educational. :dunno:
 
Turboz1r said:
To the OP,

I heard one therory was the PIC had some sort of medical emergency and his non pilot son was attempting to land the plane and he was the one that made the numerous approaches. RIP to both involved. These guys were friends of a friend of mine, so the info is second to third hand at best.

Mike in NJ
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That makes a lot more sense... not that it matters to them anymore, RIP.
 
This scenario makes sense, very sad no matter exactly what happened.:redface:


Turboz1r said:
To the OP,

I heard one therory was the PIC had some sort of medical emergency and his non pilot son was attempting to land the plane and he was the one that made the numerous approaches. RIP to both involved. These guys were friends of a friend of mine, so the info is second to third hand at best.

Mike in NJ
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