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barry(at)pgtc.com
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 Posted: Sat Aug 05, 2006 3:43 am Post subject: Kitfox Crash |
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I believe that if you build the plane you can name it anything you want to.
Barry West
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bmwebb(at)cox.net
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| Posted: Sat Aug 05, 2006 5:25 am Post subject: Kitfox Crash |
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MichaelGibbs(at)cox.net
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| Posted: Sat Aug 05, 2006 10:04 am Post subject: Kitfox Crash |
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Lowell writes:
| Quote: | ...given US Air's published pilot population of 3228, they lose just
under one pilot per thousand per year. I guess the way I read this,
assuming my new friend's numbers are somewhat accurate, it can be
concluded that there is a problem here.
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I wouldn't lose any sleep over it Lowell. The numbers you heard
provide far too little information to draw any conclusions from. It
could simply mean that when you drive the heavy iron for a living you
forget how to fly a real airplane.
Mike G.
N728KF
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smokey_bear_40220(at)yaho
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2thesky
Joined: 30 Jun 2006
Posts: 18
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| Posted: Sat Aug 05, 2006 8:24 pm Post subject: Re: Kitfox Crash |
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| MichaelGibbs(at)cox.net wrote: | | I wouldn't lose any sleep over it Lowell. The numbers you heard provide far too little information to draw any conclusions from. It could simply mean that when you drive the heavy iron for a living you forget how to fly a real airplane. |
You know, I have a cousin that has 20 some odd years at a major airline. Here is his story relating to flying "real airplanes." Years back, he owned a Cessna 210. He said it was hell being the only professional pilot who owned a plane in the family. He was automatically elected the family air taxi. Also, he lived in a large city and the plane was kept at an airport with Class B airspace. He said going flying was too much like going to work. He lost interest in flying it and sold it. Fast forward 12 years. He had moved to a very small town, the kids had moved out, and less than 2 miles away there was a grass runway where the locals did touch and goes all day in cubs, 150's, and Champs. Living close enough to see and hear that all day eventually got to him. The GA bug bit again. A friend of his had a Grumman Tiger that was in excellent shape and was for sale cheap. He hitched a ride in a nieghbor's 182 to pick the plane up and fly it home. When he got there, the seller had him sit in the left seat while he "checked out" my cousin as he sat in the right seat, in the hangar with the door open by pointing to instruments and going over V-speeds. He flew it home. He parked the plane and immediately called an instructor. He said that had he kept flying the plane, he would have screwed up. He said it was odd to come home from flying a 727 for a living and then get in the Tiger with an instructor half his age who had never flown anything larger than a Seneca to learn to fly all over again. He says that too many airline pilots do not fly their GA aircraft enough and then are lulled into being over confident because they are pilots for a living. THe difference is, according to him, that there is a difference between a flight deck with two other crew members, advanced computerized navigational systems, auto pilots, etc. and flying a Tiger, Cessna, or a two seat taildragger. He says had he let his ego let him keep flying the plane after he bought it without getting a proper checkout or additional instruction after not flying GA for over a decade, he would have died in it. He also says that sometimes he has to make himself find the time to fly the little airplane to keep his skills sharp. I just wonder if those 3 pilots that that airline are losing a year, if that is an accurate number, could be victims of flying an airplane they are not savvy on because after all, they fly for a living? Just a thought, and do not archive.
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smokey_bear_40220(at)yaho
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| Posted: Sat Aug 05, 2006 11:01 pm Post subject: Kitfox Crash |
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I'll back this up.
Before I tried to fly my Fox I decided to recheck out
in a C-150 followed by taildraggers. I hadn't flown GA
for 12 years. At that I only had maybe 160 HRS total
in small planes vs some 12,000 hrs in bigger stuff.
The last GA I was checked out in 12 years earlier was
a 210, but after 20 years military flying, I greased
the first 3 landings and they wanted me to become the
club instructor. I expected it would still be easy.
12 years later of only "heavy" transport flying and I
couldn't fly a C-150 worth beans. It was a shock. I
was awful and could barely get it to the runway, but
the instructor said I was better than most airline
pilots on the first flight. Glad I decidced to let my
ego go and practice. Paid the price for 15-20 hrs of
dual and then still was cautious with my plane.
My closest friend built a 2/3rds scale Jenny from
scratch. Beautiful too. He did not practice anything
more than "crow hops" before transitioning from a
300,000 LB DC-8 to his 60 HP "kite". Crashed into a
lake on the first flight. At 300 feet after takeoff
he reduced to "climb power" just like on the 8. The
plane stopped! Spun! Splash! He survived. He was
more shocked then I was on that first C-150 flight fer
sure.
Don't think you can. Know you can. If you don't
know, don't go. This is supposed to be fun.
Kurt S.
--- 2thesky <biggerspurs(at)hotmail.com> wrote:
| Quote: | MichaelGibbs(at)cox.net wrote:
> I wouldn't lose any sleep over it Lowell. The
numbers you heard provide far too little information
to draw any conclusions from. It could simply mean
that when you drive the heavy iron for a living you
forget how to fly a real airplane...........
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lcfitt(at)sbcglobal.net
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| Posted: Sun Aug 06, 2006 8:58 am Post subject: Kitfox Crash |
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This was pretty much my thinking. Pardon the quote, but my wife, a flight
attendant for a major, was reading my emails and ran across one of the posts
on the"LML" where one respondent said somethingl like, some airline pilots
tend to have big egos. Sitting in a quiet room, I hear, "Helloo'-oo".
I discussed the three in three thousand with the Lancair owner I am helping
and he described a flight the day before from Billings, Montana to home. He
always uses flight following and apparently the controller had more than he
could handle so Brad was informend that he no longer had a transponder
signal and was now on his own. I have to add here that he was later
informed by a different controller that his transponder was working fine.
Brad described the chore he had, to fly through or around the MOAs, fire
fighting TFRs and all the other stuff he was aware of, but had counted on
Flight Following to vector him through all that. Brad then went on to
suggest an appreciation for the pilots that essentially do the planning and
then do the flying by themselves - us. The thrust of his story was his
early start, before daybreak, and a rather nice flight home, climbing only
to get out of some light turbulence - I don't think he wanted to bounce
around his new custom wired panel in the back seat - and his friend that
left early afternoon that same day who, flying in the mid teens, picked up
an inch of ice in clouds, using the deicing boots and eventually having to
climb to 18,000 ft. with oxygen to get out of the ice.
The VFR pilot understanding the typical afternoon weather over the desert
and the Sierras and the early start,desiring to avoid afternoon flight if at
all possible and the IFR pilot perfectly O.K. with doing what it takes to
make the same flight, but according to a more convenient time schedule.
I think sometimes the limitations of our airplanes and our personal
limitations, if understood and respected, are real pluses in the safety
record of our airplanes. With regard to Brad's story, I think I know which
airplane I would have preferred being a passenger on.
Lowell
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