CFI-to-CFI Newsletter - Volume 1 | Issue 3 - 2

A new flight plan
DID YOU NOTICE the new logo at the top

of your newsletter? It signifies an important change in the foundation’s flight plan that raises the bar on safety education and accident prevention. ASF is now ASI (the Air Safety Institute), a division of the AOPA Foundation. Why the change? Let me explain. ASF was formed as the AOPA Foundation in 1950 to help pilots fly more safely. The name changed to AOPA Air Safety Foundation in 1967 as it continued its mission to improve aviation safety through pilot education. And with tax-deductible contributions from pilots and safetyoriented organizations, ASF has been able to bring you highly valued safety programs including seminars and webinars, flight

instructor refresher courses, interactive online courses, accident case studies, and real pilot stories, to name a few. In 2007 there was confusion about the role of the Air Safety Foundation when the AOPA Foundation was “resurrected” to address strategic problems negatively affecting general aviation, such as poor public perception, airports closing, and a declining pilot population. And, most of these issues harming GA’s future are influenced by—you guessed it—aviation accidents. Therefore, safety education has to be clearly our prime focus, and no better way to achieve our goal than with the new Air Safety Institute. ASI as a division of the AOPA Foundation will continue what it has always done

best: Bring you the core safety education products you expect and deserve. CFIs, you can help us raise the safety initiative by sharing ASI’s programs, courses, and accident studies with your students. Accident prevention is key to securing GA’s future. Safe skies!

Bruce Landsberg President, AOPA Foundation

The controller cleared the airspace, assigned a squawk, and attempted to track him, but that proved difficult because my friend never heard the request to switch his transponder code. Mind you, this is not a reflection on my buddy, for he was rather busy flying his airplane while handling the emergency. Imagine the stress of involuntarily descending over mountains while carrying your most precious cargo; your wife and kids. When it became evident the engine would not restart, my friend adjusted the propeller’s pitch for minimum drag and concentrated on making his approach into the Ontario airport. In an attempt to identify his radar target, the controller asked my buddy to confirm the Saratoga’s

transponder code. By the time my friend switched his transponder to the assigned code he was within reach of the airport, turned toward the runway, informed the controller of his intentions, and then made descending circles overhead until he was in position to land. Oddly, the Saratoga’s engine restarted on its own a few hundred feet above the ground. Already in a position to land, my friend ignored it, glided to a touchdown, and then taxied his aircraft to the ramp. After inhaling a few deep breaths, he and his family members climbed out, grateful that everything ended so well. Much to his wife’s relief, he then bought airline tickets for the rest of their journey home. No one from the FAA ever questioned his decisions and no reports were filed. But this story doesn’t end here. You see, the mechanics couldn’t find anything wrong with the engine. Aircraft engines have become so reliable that we tend to forget a properly functioning engine is the result of all parts working harmonious-

ly. Clearly, that wasn’t the case, so my buddy insisted that they continue their probe. The airplane had gone through its annual inspection just prior to their Mexico trip, so re-checking the entire fuel system seemed in order. Finally, the mechanics discovered a slightly crimped O-ring, which had allowed enough air in the fuel line to eventually form a vapor lock. Lycoming confirmed that this problem had occurred in the past. Wisely, my buddy had someone deliver his airplane to Oakland. That “someone” happened to be a flight instructor who was eager to build his time in a complex aircraft. He charged my buddy all of eighty bucks for his time. While this was good for my friend, it wouldn’t have been so good for this CFI, had the engine failed again. But let’s go back to my point that pilots are reluctant to declare an emergency. I dare say most pilots are as reluctant to declare an emergency as they are to abort a landing and perform a go-around. Instructors must do all they can to erase this dangerous mindset. Thinking back to my initial flight training and also as an instructor, I’ve given a lot of thought about how I taught and practiced simulated engine failures. No doubt, my emphasis was more on flying the airplane while carrying out the emergency procedures than it was on simulat-

2 | www.airsafetyinstitute.org

http://www.airsafetyinstitute.org

CFI-to-CFI Newsletter - Volume 1 | Issue 3

Table of Contents for the Digital Edition of CFI-to-CFI Newsletter - Volume 1 | Issue 3