Re: Light-Sport Aircraft Yahoo group Fatal Stall/Spin Accidents, and other Aircraft Accidents

The over confidence of : I fly the big ones, I know exactly what I am doing, and I can control this airplane better than anyone else.   It is the problem of attitude,  recognizing the attitude, and using the correct antidote to correct the attitude and make every flight safe.   Anytime when a pilot goes into "subconscious" control, they lose focus on the flying of the airplane.     AFter you have flown for many years and many hours, *all* pilots will drift into sub-conscious control.  Most all of us snap out of it and realize it.   But if the airplane is near a critical state, you may be near a dangerous situation.   How about cross control?  Cross control with nose up is much more critical than a cross control nose down.  Now imagine a base to final approach at a low speed, and correcting for the crosswind drift with cross control instead of coordinated control? 1. Very low speed. 2. Low to the ground. . .way to low for the aircraft to even begin to recover. 3. a LONG approach, so you lift the nose (during your cross control) and add power. Presto!  What a perfect situation for a spin into the ground. When we are learning, we are naive to this situation. When we have our license, we are AWARE of this situation and try to avoid it. When we are "Pro"  we tend to FORGET this situation and go into autopilot.   Don't get me wrong, I am NOT saying all pilots follow the above, but what I am saying, humans tend to go through those 3 situations in about everything we do.   It is our job to constantly be aware of spin situations, recognize it at all times, and use the proper antidote to make sure we either don't forget and stay aware of it at all times.    Another 3 step move. . . HIGH speed stall. . .. usually comes easiest after implementing a spin and coming of of the recovery. 1.  Your airplane has fallen 1500 feet. 2.  Your airplane is in a dive. 3.  Your airplane's power is pulled back to idle, but you STILL are in the yellow line or caution area of airplane stress. 4.  And you have to pull up out of this dive, producing some "G"'s.   Your wing can and WILL stall, even though you are going far beyond any stall speed of that airplane.  You only need to reach that "Critical" angle of attack on your wing, and presto.                        Dwayne Great to hear from ya! --- On Wed, 8/11/10, wj18001900 <swferris@sbcglobal.net> wrote: From: wj18001900 <swferris@sbcglobal.net> Subject: Light-Sport Aircraft Yahoo group Fatal Stall/Spin Accidents, and other Aircraft Accidents To: Sport_Aircraft@yahoogroups.com Date: Wednesday, August 11, 2010, 7:49 AM   I have read many official reports over the years about fatal stall/spin type accidents (and other aircraft accidents), and I find it interesting that since the United States government started collecting data on aircraft accidents many years ago, commercial rated &/or airline pilots, who when piloting large air transport aircraft have excellent safety records, yet when they fly on their own time in small general aviation aircraft, they as a group appear to have one of the highest accident rates for fatal stall/spin type accidents, and other types of aircraft accidents. How can this be possible, seeing as they have such a high level of experience over many years, in different weather conditions, during day and night flying, and in many different types of aircraft. It doesn't make sense that the most well trained, and safest (when piloting air transport aircraft) pilots have some of the worst safety records over all. Why has this been happening? How can these accidents be avoided / eliminated, if they happen to such well trained professional pilots?

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