Cessna Pilot. Woo Hoo! 2 Third-Class Medical Bye Bye and Good Riddance! 7 Noteworthy Flights The 150/152s Are Amazing!

Transcription

1 Cessna Pilot Official Newsletter of the Cessna Club. July / August 2016 Volume 36 Number Third-Class Medical Bye Bye and Good Riddance! Woo Hoo! 7 Noteworthy Flights The 150/152s Are Amazing! 9 Aviation Fun 10 Sell The Sizzle Not The Steak - Cessna Sales-Speak 12 NTSB Reports Learn From Others Mistakes ISSN

2 Goodbye To The Third-Class Medical! Yes, it has finally happened, the third class medical as we know it has been eliminated or will at least be a moot point beginning in July, 2017 if the FAA doesn t boot the archaic nuisance before that. The new bill gives the FAA a 07/2017 deadline to go through the rule making process to enact the necessary regulatory changes. If the Feds drag their feet, as has been their obvious and relentless intent to date, the new law says we can proceed without fear of reprisal. Up until about a year ago I was optimistic about the whole process but at some point began losing hope that common sense would prevail. The bad news is we didn t get everything that was originally asked for. The good news is that in some areas we got MORE than was originally proposed. The E.A.A. and AOPA are patting themselves on the backs and crowing loudly about bringing this much-needed reform into existence AND THEY HAVE THE RIGHT TO DO SO!!! Without their tenacity and the ability to work behind the scenes with the political class this could never have happened. Changes like this can only be accomplished through the sheer force of will and resources organizations like these can muster. So, to the Experimental Aircraft Association, the Aircraft Owners and Pilots Association, and all of the individuals and other organizations who worked so hard for so long on this on behalf of the Cessna Club I say: Thank You! Aeromedical Reform FAQs (Updated: 7/15/2016) Here are answers to some of the major questions pilots are asking about third class medical reform: What is the current state of the Pilot s Bill of Rights 2? On July 15, the President signed third class medical reform into law as part of the 2016 FAA extension bill passed by Congress. Who will benefit from this reform? Anyone who flies with a third-class medical certificate can benefit from this reform. In fact, almost anyone who has held a regular or special issuance third-class medical certificate within the 10 years preceding the date the legislation is enacted will never again need to visit an aviation medical examiner (AME). If you ve never held a third-class medical certificate, you will need to get a medical certificate one-time only. If your regular or special issuance medical certificate lapsed more than 10 years before the legislation is enacted, you will need to get a medical certificate one time only. And if you develop certain cardiac, neurological, or psychological conditions, you will need a one-time only special issuance medical. What s in the bill? You will need to visit your personal physician at least once every four years and provide an FAA-developed checklist of issues to be discussed during the visit. Both you and your physician will need to sign the checklist saying that you discussed the items on it. You will then need to make a note of the visit and include the 2

3 PRODUCTS IN OUR ONLINE STORE $ Shipping & Handling Available For Standard & Factory Long Range Tanks Stop Guessing! The Aerotech dipping gauge, a best-selling item in our Online Store, takes the guess work out of determining how much fuel really IS in those tanks! Primer O-Ring Kit Cure that sticky primer. This kit includes 2 FAA approved Viton O-Rings, O-Lube, and step by step instruction to make your primer work like new. $11.95 & Free Shipping Finest Gascolator on the market, fits all s Or Order by Phone Cessna Pilot (ISSN ) is published bimonthly, by The Cessna Club, 3492 N. Foothill Rd., Medford, OR Periodicals Postage paid at Medford, OR 97501, USPS Annual Postal Subscriptions are $48 also available as an electronic internet based subscription for $35. Copyright All rights reserved. Reproduction in whole or part without permission is prohibited. Postmaster, Send change of address to: Cessna Club, PO Box 5298 Central Point, OR The information presented in this publication is from multiple sources from which The Cessna Club cannot warranty or accept responsibility as to it's legality, completeness, or technical accuracy. Readers are reminded that United States Federal Air Regulations part 91 place primary responsibility for ensuring the airworthy condition of an aircraft on the owner and or operator. Any person who maintains, modifies, or otherwise changes an aircraft must do so in accordance with the manufacturer's recommendations and applicable FAA regulations. Contacts: Telephone: (541) Website: Items for publication: editor@cessna com General Inquiries, Membership, Requests for Technical Materials,, etc: membership@cessna com 3

4 checklist in your logbook. You do not need to report the outcome of the visit or file any paperwork with the FAA unless you are specifically requested to do so. You also will need to take online training in aeromedical factors every two years. The training will be offered free of charge. Pilots flying under the new rules will be allowed to operate aircraft that weigh up to 6,000 pounds, carry up to five passengers plus the pilot in command, fly at altitudes below 18,000 feet, and at speeds of up to 250 knots. Pilots, if appropriately rated, can fly VFR or IFR in qualified aircraft. Do I have to go to an AME for the general medical exam required every four years? How does the FAA know that I complied with that rule? No, you can go to any primary care physician for your exam and you do not need to visit an AME. To demonstrate compliance, just enter the visit in your logbook. There s nothing to report to the FAA unless specifically requested. Will this reform change the rules regarding medications? No. The rules regarding medications will remain unchanged. So pilots who take a medication that the FAA disallows will still be unable to fly. Because the FAA does not publish a list of disallowed medications, please contact EAA membership services if you have questions about a medication you are taking or that your doctor has recommended. I understand I will need to get a one-time special issuance medical if I have certain medical conditions. What are those conditions? Those conditions are described in the federal aviation regulations and are limited to an established medical history of the following: Cardiovascular: myocardial infarction (heart attack); coronary heart disease that has been treated by open heart surgery or cardiac valve replacement; and heart replacement. Neurological: epilepsy; a transient loss of control of the nervous system; and disturbances of consciousness without satisfactory medical explanation of the cause. Mental health: personality disorder that is severe enough to have repeatedly manifested itself by overt acts; manifested or may reasonably expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of psychosis; severe bipolar disorder; and substance dependence within the previous two years as defined in FAR (4). Pilots who suffer from a clinically diagnosed mental health or neurological condition will be required to certify every two years that they are under the care of a state licensed medical specialist for that condition. Details of how that certification process will work have not yet been determined. When will these new rules go into effect? Now that the legislation has been signed into law, the FAA will begin a rulemaking process to make the regulatory changes required by the legislation. To ensure that pilots don t have to wait indefinitely, there is a provision in the legislation that says if the FAA has not produced a final rule within one year of the legislation becoming law pilots can operate within the parameters of the legislation without fear of enforcement action. In other words, once the legislation has been enacted, pilots will be able to fly under its provisions within one year. Less if the rulemaking is completed more quickly. How does this help me if I m on special issuance? If you currently hold a special issuance thirdclass medical certificate, or have held one within the 10 years preceding enactment of the legislation, and do not suffer from or develop one of the specific cardiac, neurological, or mental health conditions identified as exceptions, you will never again need to go through the special issuance process. That means you will no longer need to repeat expensive and timeconsuming medical tests and submit complex paperwork to the FAA in order to fly. Obtaining a special issuance medical certificate can cost thousands of dollars that s money you won t have to keep spending year after year. Even if 4

5 you have one of the listed conditions, you will need to get a special issuance one time only again a savings of thousands of dollars and countless hours of your time. What if my regular or special issuance medical expires before the law takes effect? If your regular or special issuance medical certificate expires before the new regulations take effect, you may choose to renew it in order to keep flying. Whether or not you choose to renew your medical certificate to cover the gap period, you will be allowed to fly as soon as the new rules take effect, provided your medical expired within the 10-year window preceding enactment of the legislation. What if my medical becomes more than 10 years old before the law takes effect? The clock on the 10-year lookback starts the day the legislation is enacted, not when its provisions take effect, which could be up to one year later. So, the date the legislation becomes law is the date that counts when it comes to determining whether or not your certificate was valid within the 10-year window. If the last time you held a valid medical was more than 10 years, you will need to go through the medical certification process one more time in order to fly under the new regulations. Why were there compromises on the reform language? Sen. Inhofe and his staff had to make a choice: Make compromises that would allow medical reform to move forward and help hundreds of thousands of pilots or allow this latest attempt at medical reform to die. A number of lawmakers made it absolutely clear that they would not support the legislation as originally introduced. The compromises Sen. Inhofe arrived at represent an improvement in the medical certification process that has sufficient support in Congress to keep the legislation alive. Will this affect me if I still want to fly as a sport pilot? Not at all. You may still fly light-sport aircraft with at least a sport pilot certificate and a valid driver s license in lieu of a third-class medical certificate. Isn t the requirement to have had a medical certificate within the past 10 years only a move to a 10-year renewal of a medical? No. If you are a private pilot and have held a valid medical certificate (regular or special issuance) within 10 years preceding the date when the bill is signed into law, you may never have to visit an AME again. You will simply have to take an online medical education course every two years and visit your personal physician once every four years and note that visit in your logbook. No requirement exists to report the outcome of the visit to the FAA. What are the requirements for the online course and how much will it cost? You will have to take the online education course every two years in order to remain eligible to fly under the provisions of the legislation. The beauty of the online education course is that you ll be able to do it anywhere and anytime you have Internet access. That means you can do it at home, on your lunch break at work, at night, on the weekend any time and place that works for you. The online education course will be available free of charge to all pilots from the AOPA Air Safety Institute. Will I be able to get insurance if I fly under these new rules? Insurance companies have not yet addressed how they will handle medical reforms and are unlikely to do so until medical reform becomes law. Our experience with the sport pilot regulations showed little or no impact on insurance availability or rates. Since each company uses slightly different language regarding medical requirements, the best thing to do is to contact your insurance broker or company and ask how they will handle anticipated reforms. History indicates that compliance with the applicable regulations is typically all that is required by insurance companies. Continued on next page 5

6 What will be in the checklist for the medical exam involve? The checklist will have two parts questions to be answered by the pilot in advance of the exam and a list of items for the doctor to include in the examination. The questions will include identifying information like name and address, date of birth, a short medical history and list of current medications, and information about whether you ve ever had an FAA medical certificate denied, suspended, or revoked. The list of items for the doctor to cover in the examination are now part of the third-class medical exam and are typical to those found in any routine physical. These items include: Plus anything else the physician in his or her medical judgment considers necessary. The doctor will have to indicate that he or she has made the necessary checks, and both the pilot and doctor will need to sign the form. How does this legislation compare with the petition for medical reform that EAA and AOPA filed jointly back in 2012? As you can see, the legislation greatly expands the number of pilots and aircraft who will be eligible to fly under third-class medical reforms. The table below compares some of the key points. ORIGINAL PETITION BILL PASSED 6

7 Noteworthy Flights On August 8, 1964, a pair of commercial pilots flew a Cessna 150 into the Meteor Crater in Arizona. On crossing the rim, they could not maintain level flight. The pilot attempted to build up speed by circling in the crater to climb over the rim. During the attempted climbout, the aircraft stalled, crashed, and caught fire. It is commonly reported that the plane ran out of fuel, but this is incorrect. Both occupants were severely injured but survived their ordeal. A small portion of the wreckage not removed from the crash site remains visible to this day. * In the summer of 1980 a Cessna 150F was flown from London, England to Darwin, Australia in 32 stages by Janette Schönburg, a 27-year-old female pilot. Schönburg made the flight to commemorate the 50th anniversary of pioneering female aviator Amy Johnson's 1930 flight between the two cities. This aircraft, UK registration G-AWAW, was used for several years as a static display at the London Science Museum. In May 2010 it was donated to the Cessna Club, and shipped to Florida where it is being restored by club members. * On September 12, 1994, Frank Eugene Corder intentionally crashed a Cessna 150L onto the South Lawn of the White House against the south wall of the Executive Mansion, in an apparent suicide. Corder was killed, but no one else was injured and damage to property on the ground was minimal. * In 1996 a Cessna 150 was flown from the United States to South Africa in several stages, crossing the Atlantic along the way. An extra 60 gallon fuel tank was installed (beyond the standard 22.5 gallons) and the plane took off 500 lb (230 kg) over gross weight. 7

8 ZOOM ZOOM! Here comes the airplane! And ever since, I ve tried to eat airplanes. 8

9 Aviation Fun Answers on page 11 CAUTION: There is a spelling error in #5 Down 9

10 It s All In The Marketing Cessna Marketing Terminology Para-Lift Flaps Large Fowler flaps Cessna introduced on the 170B in 1952, replacing the narrow chord plain flaps then in use. Land-O-Matic In 1956, Cessna introduced sprung-steel tricycle landing gear on the 172. The marketing department chose Land-O-Matic to imply that these aircraft were much easier to land and take off than the preceding conventional landing gear equipped Cessna 170. They even went as far as to say pilots could do drive-up take-offs and drive-in landings, implying that flying these aircraft was as easy as driving a car. In later years some Cessna models had their steel sprung landing gear replaced with steel tube gear legs. The 206 retains the original spring steel landing gear today. Omni-Vision The rear windows on some Cessna singles, starting with the 182 and 210 in 1962, the 172 in 1963 and the 150 in The term was intended to make the pilot feel visibility was improved on the notably poor-visibility Cessna line. The introduction of the rear window caused in most models a loss of cruise speed due to the extra drag, while not adding any useful visibility. Cushioned power The rubber mounts on the cowling of the 1967 model 150, in addition to the rubber mounts isolating the engine from the cabin. Omni-Flash The flashing beacon on the tip of the fin that could be seen all around. Open-View This referred to the removal of the top section of the control wheel in 1967 models. These had been rectangular; they now became ram s horn shaped, thus not blocking the instrument panel as much. Quick-Scan Cessna introduced a new instrument panel layout in the 1960s and this buzzword was to indicate Cessna s panels were ahead of the competition. Nav-O-Matic The name of the Cessna autopilot system, which implied the system was relatively simple. Camber-Lift A marketing name used to describe Cessna aircraft wings starting in 1972 when the aerodynamics designers at Cessna added a slightly drooped leading edge to the standard NACA 2412 airfoil used on most of the light aircraft fleet. Writer Joe Christy described the name as "stupid" and added "Is there any other kind [of lift]?" Stabila-Tip Cessna started commonly using wingtip fuel tanks, carefully shaped for aerodynamic effect rather than being tubular-shaped. Tip tanks do have an advantage of reducing free surface effect of fuel affecting the balance of the aircraft in rolling maneuvers. 10

11 To Fly! To live as airmen live! Like them to ride the skyways from horizon to horizon, across rivers and forests! To free oneself from the petty disputes of everyday life, to be active, to feel the blood renewed in one s veins - Ah! That is life Life is finer, simpler. My will is freer. I appreciate everything more, sunlight and shade, work and my friends. The sky is vast. I breathe deep gulps of the fine clear air of heights. I feel myself to have achieved a higher state of physical strength and clearer brain. I am living in the third dimension! -Henri Mignoet, L Aviation de L Amateur; Le Sport de l Air, 1934 ACROSS 4. Tiger 7. Third 9. Harrison 14. Skylights 15. Air 16. Stainless 18. Blind 20. Skull P U Z Z L E A N S W E R S DOWN 1. Cheetah 2. Chief 3. Drain 5. Wisconson 6. Narrow 8. Windshield 10. Compass 11. Peterson 12. Lynx 13. Eyeball 17. Shims 19. Slow 11

12 NTSB Reports Important: The Cessna club publishes these accident reports in the hope that readers will consider the role that each pilot s decisions played in the outcome and learn from the experiences of others. These reports are solely based on preliminary NTSB reports which may contain errors. They have been edited for clarity. They are not intended to judge or reach any definitive conclusion about the ability or capacity of any person, aircraft, or accessory. NTSB Identification: GAA16CA198 Accident 4/24/2016 in Sterling City, TX Aircraft: CESSNA 150 N8052S Injuries: 2 Uninjured. NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report. The pilot reported that during takeoff the wind shifted from a crosswind to a quartering tailwind. He further reported that immediately after rotation at 45 knots, the airplane began to drift to the left and would not climb. Subsequently, the pilot aborted the takeoff and touched down to the left of the runway about 20 feet before a wire fence. The nose wheel caught on the wire fence and the airplane nosed over. The vertical stabilizer and fuselage sustained substantial damage. The pilot did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to establish a climb and maintain directional control during takeoff in quartering tailwind conditions, which resulted in a loss of directional control, aborted takeoff, collision with a wire fence, and nose over. NTSB Identification: CEN16LA162 Accident 4/21/2016 in Bixby, OK Aircraft: CESSNA 150J N51242 Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. A Cessna 150 airplane, N51242, made a forced landing to a road following a loss of engine power near Bixby, Oklahoma. The airline transport rated pilot was not injured and the airplane sustained substantial damage. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The flight originated from Rolla National Airport (VIH), Rolla, Missouri about 1220 and was on final approach to Richard Lloyd Jones Jr. Airport (RVS), Tulsa, Oklahoma. According to a statement provided by the pilot, the airplane was purchased prior to departure from VIH and the fuel tanks were topped off. During the initial descent, about 2,300 ft above ground level (agl), the pilot advanced the mixture control to full rich, applied carburetor heat, and began to retard the throttle when the engine suddenly experienced a total loss of power. The pilot completed the restart procedures and the engine started again. When the pilot advanced the throttle and the engine reached 1,700 rpm, the engine lost power again. After a second restart, the engine reached 1,350 rpm and lost power a final time. The pilot declared an emergency and descended toward a road. During the landing, a car pulled out onto the road so the 12

13 pilot ascended to avoid the car, then quickly descended to avoid power lines. The airplane's left wing impacted a road sign; the airplane spun and came to rest on the road. The responding Federal Aviation Administration (FAA) inspector reported that although the airplanes wings had been removed and the fuel tanks drained prior to his arrival, there was "enough fuel" available. The airplane sustained damage to the fuselage and both wings. The airplane has been retained for further examination. NTSB Identification: CEN16LA118 Accident 3/2/2016 in Simmesport, LA Aircraft: CESSNA 150G N3339J Injuries: 1 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. On March 2, 2016, about 1500 central standard time, a Cessna 150G airplane, N3339J, was substantially damaged during a forced landing to a field near Simmesport, Louisiana. The student pilot was not injured. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed. The cross country flight departed Alexandria International Airport (AEX), Alexandria, Louisiana, about According to the student pilot, while in cruise flight at 4,500 feet mean sea level the engine lost power and deposited engine oil all over the front windscreen. During the forced landing to a plowed field the airplane nosed over resulting in substantial damage to the fuselage. NTSB Identification: GAA16CA209 Accident 4/30/2016 in Palo Alto, CA Probable Cause Approval Date: 07/25/2016 Aircraft: CESSNA 152 N94565 Injuries: 1 Uninjured. NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report. According to the student pilot, during his fifth solo flight, he struggled to keep the nose straight during the landing on runway 31. He reported that during the touchdown the airplane porpoised, the nose gear collapsed, and the airplane came to rest on the runway. According to his certificated flight instructor (CFI), the student pilot was endorsed to fly the airplane in a maximum wind velocity of 8 knots. The meteorological aerodrome report (METAR) indicated that the wind at the time of the accident was 310 degrees true at 15 knots, gusting to 22 knots. According to METAR data the wind velocity exceeded the pilot's endorsed limitation at 0747 Pacific daylight time (PDT), and did not subside during the remainder of that day. The student pilot's solo flight commenced at 1259 PDT. The airplane sustained substantial damage to the firewall. The pilot reported that there were no mechanical failures or anomalies with the airplane prior to or during the flight that would have prevented normal flight operation. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The student pilot's decision to takeoff in wind conditions that exceeded his certificated flight instructor's maximum wind endorsement, and the student pilot's failure to maintain pitch control during the touchdown, resulting in abnormal runway contact, and substantial damage to the firewall. 13

14 NTSB Identification: GAA16CA211 Accident 4/28/2016 in Hayward, CA Aircraft: CESSNA 152 N6427Q Injuries: 1 Uninjured. The solo student pilot reported that the airplane landed hard and then began to porpoise. The student pilot further reported that he applied power to abort the landing, but the porpoise continued, the nose gear collapsed, and the airplane veered off the left side of the runway. The engine mounts were substantially damaged. The student pilot did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The student pilot's high descent rate during the landing flare, which resulted in a hard landing, nose landing gear collapse, and runway excursion during an aborted landing. NTSB Identification: ERA16LA122 Accident 3/1/2016 in Chester, CT Aircraft: CESSNA 152 N94569 Injuries: 1 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation. On March 1, 2016, about 1130 eastern standard time, a Cessna 152, N94569, was substantially damaged during a runway excursion after landing at the Chester Airport (SNC), Chester, Connecticut. The private pilot was not injured. Visual meteorological conditions prevailed and no flight plan was filed. According to a Federal Aviation Administration (FAA) inspector, after flying.7 hours with a flight instructor, the pilot elected to do a local area solo flight. During this solo flight the pilot landed on runway 35, a dry, 2,722-foot-long, 50- foot-wide, asphalt runway. After landing, the airplane continued off the right side on the runway, through a fence, and came to rest in the grassy area. According to witnesses, the airplane touched down about 200 feet beyond the midpoint of the runway. Post accident examination of the airplane by an FAA inspector and an airframe and powerplant mechanic revealed damage to the engine mount, the right side nose landing gear rod, and the propeller. Functional testing of the brakes showed that they were operational and did not reveal evidence any pre- or post-impact mechanical anomalies. Weather reported at SNC at the time of the accident included sky clear, 10 miles of visibility and wind 350 degrees at 8 knots. NTSB Identification: GAA16CA159 Accident 3/23/2016 in Valparaiso, IN Probable Cause Approval Date: 06/01/2016 Aircraft: CESSNA 152 N918U Injuries: 1 Uninjured. The solo student pilot reported that during the landing flare the airplane ballooned, and upon touchdown the nose gear touched down first. He further reported that the airplane porpoised. Subsequently, the nose landing gear collapsed and the airplane skidded to a stop on the runway, which resulted in substantial damage to the firewall. According to the student pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The student pilot's failure to maintain pitch control during the landing flare, which resulted in a porpoise and substantial damage to the firewall. 14

15 From The FAA Although the number of fatal general aviation accidents over the last decade has decreased, so have the estimated total GA flight hours. This is likely due to economic factors. From 2004 to 2009, fatal accidents from Controlled Flight Into Terrain (CFIT) have been reduced by approximately 50 percent. However, until the 2015 estimate, the general aviation fatal accident rate appears to have remained relatively static based on the FAA s flight hours estimates. The preliminary estimate for FY 2015 is a fatal accident rate of 1.03 with 238 GA fatal accidents with 384 fatalities. In 2014, the fatal accident rate was 1.09 fatal accidents per 100,000 hours, with 252 fatal accidents. In 2013, the fatal accident rate was 1.11 fatal accidents per 100,000 hours, with 259 GA fatal accidents. In 2012, the fatal accident rate was 1.09 fatal accidents per 100,000 hours flown, with 267 GA fatal accidents. In 2011, the fatal accident rate was 1.12 fatal accidents per 100,000 hours flown, with 278 GA fatal accidents. In 2010, the fatal accident rate was 1.10 fatal accidents per 100,000 hours flown, with 272 GA fatal accidents. The Top 10 Leading Causes of Fatal General Aviation Accidents : 1. Loss of Control Inflight 2. Controlled Flight Into Terrain 3. System Component Failure Powerplant 4. Low Altitude Operations 5. Other 6. System Component Failure Non-Powerplant 7. Fuel Related 8. Unknown or Undetermined 9. Windshear or Thunderstorm 10. Midair Collisions 15

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