Piper Cherokee and Arrow Safety Highlights Piper Cherokee and Arrow Safety Highlights

20 Pages·2000·0.46 MB·English

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Sponsored by the United States Aircraft Insurance Group (USAIG)
Introduction
Reliability, sturdy construction, and gentle flight characteristics make
Figure 1. Accidents Per 100,000 Hours
the Piper Cherokee and Arrow favorites among aircraft owners and the
flight training community. PA-28(F)
8
There are currently close to 20,000 PA-28 aircraft on the FAA Registry.
n PA-28(F)
During the past eighteen years, there were an average of 147 PA-28 acci-
dents per year, or approximately three per week. In this booklet, the 5.7 5.8 n COMPACFT
6
AOPA Air Safety Foundation compares 2,120 PA-28 fixed gear accidents
to 5,105 accidents of other light four-place single-engine aircraft during
the years 1982-1999. Five hundred nineteen Arrow accidents are com- e
at 4
pared to 1,140 accidents of comparable aircraft for the same time R
frame.
In this booklet, the PA-28(F) (fixed gear) aircraft accidents are 2.0
2
compared to accidents of the Beech Musketeer/ Sundowner, Cessna 1.4
172 Skyhawk, Cessna 182 Skylane, and the Gulfstream American AA-5
Traveler. Aircraft compared to the PA-28R (Arrow) are the Beech
0
24/Sierra, Cessna 172RG and 182RG, Rockwell 112/114, and the Overall Serious
Mooney M20 series.
PA-28(F) 2120 733
COMPACFT 5105 1269
The following aircraft were included
in the research for this booklet:
PA-28R
PA-28(F): PA-28R:
8
PA-28-140 PA-28R-180 6.9 n PA-28R
PA-28-150/160 PA-28R-200/201 6.2 n COMPACFT
PA-28-151 PA-28RT-201 6
PA-28-161 PA-28R-201T
PA-28-180 PA-28RT-201T
e
PA-28-181 at 4
R
PA-28-235B-F 2.5 2.3
PA-28-236
2
FAA estimates the PA-28 fleet flew nearly 45 million hours during
0
the years 1982-1999. The Arrow was involved in about seven acci- Overall Serious
dents per 100,000 hours, most of which were minor. Fixed-gear
Cherokees had slightly less with just six accidents per 100,000 hours. PA-28R 519 186
The comparable aircraft accident numbers do not differ much from COMPACFT 1140 419
those of the PA-28. (see Figure 1).
- 2 -
Most PA-28 accidents resulted in little or no injury, but approxi-
Figure 3. Pilot Time in Type
mately one-third were classified as serious in accordance with NTSB
Serious Accidents PA-28(F)
Part 830 definitions. Serious accidents were typically a result of
weather decision making and low-level maneuvering flight, while land-
50%
ings caused most of the minor accidents. n PA-28(F)
Approximately 35 percent of all fixed-gear Cherokee accidents were 40% 38 n COMPACFT
serious, compared to nearly 25 percent for the comparable aircraft. s
nt 33
The Arrow was almost identical to its comparison aircraft group in this e
d 30%
category, with about 36 percent of the accidents classified as serious. ci 2625
c
(see Figure 2). A
Low time in type equates to high accident involvement. More than of 20%
60 percent of all serious PA-28 and comparable aircraft accidents nt 13
occurred during the first 100 hours of time in type. (see Figure 3). ce 10% 11 8
r
Pe 6 5
Pilot-Related Accidents 3 22 22 12 11 11 01
0% 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0
Eighty-one percent of PA-28(F) and 72 percent of PA-28R total 1 2 3 4 5 6 7 8 9 0 0
- - - - - - - - - 1 1
accidents were caused by the pilot, mostly as a result of poor judgment. 1 01 01 01 01 01 01 01 01 1- >
Mechanical and maintenance causes were a distant second. (see Figure 1 2 3 4 5 6 7 8 0
9
4). With so many pilot-related accidents, primary emphasis should be
PA-28(F) 189 282 81 61 25 15 15 5 6 7 2 18
placed on judgment training and proficiency, not on hardware.
COMPACFT 321 424 167 81 62 31 21 25 8 11 14 54
However, proper maintenance is essential and must not be neglected.
Landing problems were the leading cause of PA-28 pilot-related
PA-28R
minor accidents. (see Figure 5). This is typically the result of lack of
50%
n PA-28R
42
Figure 2. Accident Summary
40% n COMPACFT
PA-28(F)
s
nt 32
100% de 30%
ci 27
24.9% n SERIOUS Ac 22
s 75% 34.6% n MINOR of 20%
of Accident 50% 75.1% Percent 10% 119 4 6 6 5 23 12 11 11 21 21
nt 65.4% 0% 0 00 00 00 00 00 00 00 00 00 00 00
Perce 25% 1-1 01-2 01-3 01-4 01-5 01-6 01-7 01-8 01-9 1-10 > 10
1 2 3 4 5 6 7 8 0
9
0% PA-28R 40 79 20 8 11 4 2 1 2 3 3 5
PA-28 (F) COMPACFT
COMPACFT 114 136 38 24 19 13 7 6 6 4 6 32
SERIOUS 733 1269
MINOR 1387 3836
skill and proficiency. Serious pilot-related accidents were mostly a
result of weather decision-making.
PA-28R
Preflight
100%
n SERIOUS ASF recommends arriving at the airport at least 30 minutes prior to
35.8% 36.8%
s 75% n MINOR departure. If the aircraft requires preheat or snow/ice removal, allow
nt extra time. A proper preflight should include the following:
e
cid 3 A review of the airplane’s airworthiness status, including a walk-
Ac 50% around inspection as described in the Pilot’s Operating Handbook.
of 3 A review of the appropriate charts and publications for the flight.
nt 64.2% 63.2% Be sure that your sectional chart, taxi diagrams, and approach
e
rc 25% charts are current. When checking the aircraft’s paperwork,
e
P remember the acronym ARROW:
Airworthiness certificate
0%
PA-28R COMPACFT Registration certificate
Radio station license - for international flights only
SERIOUS 186 419 Operating limitations - Pilot’s Operating Handbook
MINOR 333 721 Weight and Balance records
- 3 -
Figure 4. Major Cause Weight and Balance
PA-28(F)
Weight and balance affects an airplane in all phases of flight. For
90
81.4 83.4 example, heavier gross weights result in longer takeoff runs, shallower
n PA-28(F) climbs, faster landing speeds, and longer landing rollouts. If the aircraft
s
ent n COMPACFT is out of balance, it may become uncontrollable immediately after takeoff.
d
ci 60 The pilot is responsible for ensuring that the airplane is properly
c
A loaded. Having four seats, two fuel tanks, and a baggage compartment
of doesn’t mean you can safely fill them all. This is especially true of
e the lower powered Cherokee series. Flight in the traffic pattern with
g
a a flight instructor, a couple of flight bags, and full tanks poses no
nt 30
e problem. However, if your plans include a weekend getaway to the
c
er beach, with three passengers and their baggage, use extra care when
P 9.3 8.6 9.3 7.9 figuring the weight and balance. You will likely have to limit passen-
gers, baggage, fuel, or all three.
0
Pilot Mechanical/ Other/
The 80-hour private pilot began his flight with the aircraft about
Maintenance Unknown
198 pounds over its maximum gross weight limit. The airplane was
PA-28(F) 1725 198 197 observed to lift off near the departure end of the runway, then
COMPACFT 4260 440 405 continue in a nose-high attitude. Some witnesses observed the
wings rocking or wobbling. Reportedly, it gained some altitude,
PA-28R then settled into an apartment building.
90
n PA-28R
ents 72.4 72.1 n COMPACFT Figure 5. Pilot Related Causes
d Minor Accidents PA-28(F)
ci 60
c
A
e of nts 40% n PA-28(F) 42
ag de n COMPACFT
nt 30 ci 33
ce 20.0 18.4 Ac 30%
Per 7.5 9.5 nor
Mi
0 Pilot Mechanical/ Other/ of 20% 17
Maintenance Unknown nt 13
e 10
PA-28R 376 104 39 c 10%
COMPACFT 822 210 108 Per 21 34 11 6 11 12 21 54 00 34 13 11
0%
Preflight Takeoff Fuel Other VFR Missed Landing
3 Calculation of weight and center of gravity (CG) limits. Cruise Apch Apch
Taxi Climb Weather Descent IFRApch Maneuver Other
3 Calculation of takeoff and landing distances – ASF recommends
PA-28(F) 23 38232 14 143 18 19 25 65 5 38 20 460 11
adding 50 percent to the distance numbers. (See the Takeoff
COMPACFT 38 166495 20 242 34 63 46 165 15 163100 1617 22
section on page 8 for details.)
3 Calculation of fuel requirements – ASF recommends landing PA-28R
with at least one hour of fuel reserves on board. Add several
gallons per hour to “book consumption numbers” until you nts 40% n PA-28R
haairvcer aacftcutom vuerlaiftye dth seo mfueel ebxuprenri eonf cthe awt iethn gtihnaet wpaitrht iycouular rleaning cide n COMPACFT 3734
c
techniques. A 30%
r
3 A weather and notam briefing. no
Mi
pleA pltrheocuaguhti othnesy t hseee amcc oidbevniot ursa,t eif waollu pldil obtes wsiognuilfdi cfaonlltolyw r tehdeuscee sdi.m- of 20%
nt
The 400-hour instrument-rated pilot departed in IMC rce 10% 1010 8
conditions, knowing the propeller governor was inoperative. The e
P 4
engine quit 4 miles from the airport. The pilot declared an 0% 01 32 11 11 11 11 33 11 32 11 11
emergency and descended through the clouds. He went through
Preflight Takeoff Fuel Other VFR Missed Landing
some trees and landed in a pasture. The piston pin plugs had Cruise Apch Apch
disintegrated and contaminated the oil system. Some of the Taxi Climb Weather Descent IFRApch Maneuver Other
metal caused the propeller governor drive shaft to separate. Oil PA-28R 1 10 33 4 14 2 3 4 11 2 10 4 123 2
was depleted until pressure was lost, and the engine seized. COMPACFT 4 16 75 7 55 7 8 6 25 6 17 8 246 9
- 4 -
When computing weight
and balance, consider the
density altitude of the
departure airport. It could
mean the difference
between clearing an obsta-
cle on takeoff or colliding
with it. During the past 18
years, PA-28 series aircraft
were involved in 38 density
altitude related accidents.
Pilots who regularly fly in
mountainous terrain are
familiar with high-density
altitudes, but what about
flying on a hot summer
day from a 1,000-foot msl airport? Compared to standard sea-level
Instrument Meteorological
conditions, ninety degrees Fahrenheit at a 1,000-foot msl airport will
result in a 50 percentincrease in takeoff distance and a nearly 30 Conditions (IMC) Accidents:
percentdecrease in climb performance.
The fixed-gear Cherokee had only slightly more accidents per
100,000 IMC hours than its comparison group, with 7.4 and 5.7,
Weather
respectively. However, the Arrow had significantly more than its
Faulty weather decision making accounted for the majority of serious comparison aircraft, with 12.2 accidents per 100,000 IMC hours,
PA-28 pilot-caused accidents. A weather briefing is recommended for compared to 7.1 for its comparison group. (see Figure 6).
most flights, especially when going beyond the traffic pattern. The
actual weather may differ from the forecast. Monitor weather en route,
and don’t continue into bad weather. Before the flight, prepare an
Figure 6. IMC Accidents Per 100,000 IMC Hours
alternate course of action in case bad weather is encountered.
PA-28(F)
Pilots should certainly consider severe weather such as thunder-
14
storms and ice, as well as performance-degrading situations such as
n PA-28(F)
heat and humidity, but the most common causal factor in weather- 12
n COMPACFT
related accidents is low ceiling and poor visibility.
10
Anticipate and avoid hazardous weather conditions. However, if you
7.4
do encounter such weather, use all available resources to aid in the 8
e
qreusiocukercset sd eaprea rrteuardei lfyr oamva itlhaeb lde:angerous situation. The following Rat 6 5.7
3 Eyes – They are your best source for weather avoidance. Fly at 4
altitudes that will give you a good view of the weather. React to
1.3 1.4
what you see. If it looks bad, it probably is. Avoid it! 2
3 ATC – Use flight following when possible, to remain in contact with
0
ATC. Use their assistance if necessary and listen to what other All IMC IFRFlights
aircraft on the frequency are doing to avoid the weather.
3 Autopilot – Relief of basic aircraft control allows pilots to manage PA-28(F) 242 41
COMPACFT 385 97
the flight with much less fatigue. However, the autopilot cannot fly
the aircraft in severe turbulence, or solve an icing problem. It
should be used by VFR pilots during an inadvertent IMC encounter, PA-28R
but not to deliberately penetrate instrument conditions. Utilize the 14
autopilot for a 180-degree turn to exit the weather quickly. 12.2 n PA-28R
3 FSS – Use Flight Watch and Flight Service to keep up on what the 12 n COMPACFT
weather is doing. In most cases, listening on the frequency for a
10
few minutes will provide you with a good picture. Give and get
pireps. 8
e 7.1
Note: Visit www.aopa.org/asffor weather information products Rat 6 5.9
available from the Air Safety Foundation.
The 760-hour instrument-rated pilot encountered forecast 4
thunderstorms en route and requested deviation around the 3.3
2
weather. The pilot did not report further difficulty, but loss of control
and an in-flight breakup of the aircraft occurred shortly thereafter.
0
Weather and radar data indicate that the airplane broke up near the All IMC IFRFlights
edge of a thunderstorm. Heavy rain and lightning were reported by
local residents. The outboard end of the left wing and the stabilator PA-28R 81 39
had separated in flight. The left wing failedin positive overload. COMPACFT 155 71
- 5 -
Structural Icing Risk
Cumulus Clouds Stratiform Clouds Rain and Drizzle
0°to -20°C 0°to -15°C 0°C and below
High
32°to -4°F 32°to 5°F 32°F and below
-20°to -40°C -15°to -30°C
Medium
-4°to -40°F 5°to -22°F
< than -40°C < than -30°C
Low
< than -40°F < than -22°F
lower angles of attack than normal. Carburetor or induction icing
could result in a complete loss of power. Use pireps and weather
reports to avoid icing conditions, and coordinate with ATC for assis-
tance. During the past 18 years, PA-28s were involved in 27 airframe
and 22 carburetor/induction icing accidents.
Although the PA-28R had more accidents per 100,000 IMC hours Conditions that may be conducive to severe in-flight icing are high
than the PA-28(F), it had fewer overall. The PA-28(F) had 242 IMC moisture content in clouds, relatively warm temperatures, and freez-
accidents, while the PA-28R only had 81. Arrows likely have a higher ing rain. (see chart above).
accident rate because they experience more challenging weather con-
Carburetor or induction ice is usually indicated by engine rough-
ditions typically found in cross-country flight, while fixed-gear
ness and a drop in rpm or manifold pressure. This form of icing
Cherokees tend to be flown more locally.
occurs when humidity is high and the temperature is between 14
Note: A disproportionate number of accidents occur at night and in degrees Fahrenheit and 77 degrees Fahrenheit. The engine is more
IMC in mountainous terrain. ASF recommends a minimum 4,000- susceptible during low power or closed throttle settings. At the first
foot ceiling and 10 miles visibility when in the vicinity of mountains. indication of carb or induction ice, apply full carburetor heat. Partial
Reporting stations are scarce, so weather may be lower between them. heat should not be used. The engine may run rougher as the ice
There is a higher risk involved with this type of flying. melts and goes through the engine, but will smooth out again.
Continued VFR into IMC remains a hot safety topic. Regardless of Although the carburetor installation on PA-28s is less likely to ice than
the type of aircraft you fly or the amount of experience you have, that on some other aircraft, when in doubt, use heat.
always be aware of your limitations. Fly into instrument conditions
The Air Safety Foundation’s Safety Advisor, Aircraft Icing,
only when current and proficient. VFR into IMC accidents are fatal
www.aopa.org/asf/publications/sa11.html, discusses both structural
about 75 percent of the time. Practice partial panel flight so you are
and carburetor icing, and how to fly safely when icing conditions are
prepared to handle IMC if necessary. Backup power for gyro stabilized
forecast.
flight instruments is a good investment.
Compile a list of personal minimums, and stick to them. Night
Remember that they will vary from pilot to pilot and, for each pilot,
from day to day. FAA has developed a Personal Minimums Checklist, The night accident rate for IMC is higher than the rate for day IMC
www.faa.gov/avr/news/checklst.pdf, which can be tailored to the indi- accidents. Weather minimums should be raised accordingly and
vidual pilot. The following weather guidelines, as recommended by pilots must be proficient with night flying techniques and procedures.
the Air Safety Foundation, may be modified according to personal For pilots with little or no recent night flight experience, ASF recom-
experience: mends dual night instruction. Specific subjects to be covered are as
3 Day/Night VFR – 2,000-foot ceiling/5 miles visibility (double in follows:
mountainous terrain) 3 Spatial disorientation – The horizon is less visible at night, and
3 Day/Night IFR – 400/1 or lowest minimums plus 200/ 1⁄ lights may create an artificial horizon. This is especially true in
2 night IFR conditions.
Prior to departure, the 230-hour private pilot received a weather
3 Operation of aircraft and runway lighting – Use available aircraft
briefing, which concluded with a severe weather warning. He
lighting to be more conspicuous, and understand the operation of
decided to go anyway, and if the weather got too bad, he would
runway lighting.
return. About 16 minutes later, the pilot requested updated weather
conditions. He was advised of a convective sigmet, severe weather 3 Night vision and other physiological issues – Vision decreases with
watch, and active thunderstorms throughout the area. He was also age, fatigue, and altitude.
advised VFR flight was not recommended. He continued despite the 3 Obstruction clearance – Avoid short runways and small unfamiliar
warnings. Twelve minutes later, the flight contacted Approach airports after dark. Choose runways with ILS or VASI.
Control and requested immediate radar vectors to the nearest lighted
3 Weather – Clouds are much harder to see at night. Temperature
airport. The target was eventually lost. The aircraft had descended
and dew-point are closer. Fewer pireps are available.
into a marsh area in an extreme-nose-down attitude.
Night accidents were higher for all PA-28 aircraft than for their
comparison aircraft group, and the Arrow had many more night
Icing:
accidents per 100,000 night hours than the PA-28(F).(see Figure 7).
PA-28 aircraft were not designed for flight in icing conditions. That may be because the fixed-gear Cherokee is used as a trainer, and
Structural ice destroys the flow of air over the aircraft, which increases the Arrow is flown on more cross-country flights in diverse weather
drag and decreases lift. The airplane may stall at higher speeds and environments. Night currency doesn’t equal night proficiency for
- 6 -
cross-country operations. ASF recommends a dual night cross-country mechanical-related accidents were due to powerplant or propeller
to increase your night flying skills. problems. (see Figure 8).
Note: Remember to turn the panel lights off for daytime flying. If One mechanical issue for Arrow pilots is the automatic gear-exten-
you fly a retractable gear aircraft, turning the panel lights on causes sion system, which was added to prevent gear-up landings. A service
the gear lights to dim, making them difficult to see in daylight. That bulletin was issued by Piper recommending that the system be disabled.
could lead to unwanted excitement during the approach. If the system has not been disabled on your aircraft, the following
applies. If the aircraft reaches a certain speed (usually 75-95 KIAS) and
Mechanical the gear is not yet down, it lowers automatically regardless of the gear
selector switch position. An override switch is provided to allow pilots to
The PA-28 was designed for simplicity of manufacture, operation,
and maintenance, and has few major Airworthiness Directives. Most Figure 8. System Involvement
PA-28(F)
Figure 7.Night Accidents Per 100,000 Night Hours
PA-28(F) s 60% 56.6
nt
12 de 50.5 n PA-28(F)
n PA-28(F) cci 50% n COMPACFT
A
9 8.3 n COMPACFT nt. 40%
ai
M 30%
ate 6 6.0 ch./
R e 20%
M 15.2
of 10% 12.1 11.18.4 10.19.3 12.3
3 2.3 1.4 Pct. 6.6 2.01.4 1.5 3.0
0%
0.5 0.4 Powerplant/ Fuel Oil Electrical/ Lndg Gear/Vacuum Sys Controls/
0 Propeller System System Ignition Brakes Instruments Airframe
Total In IMC IFR in IMC
PA-28(F) 112 24 22 20 13 4 3
PA-28(F) 388 106 23 COMPACFT 222 67 37 41 54 6 13
COMPACFT 628 148 42
PA-28R
PA-28R
12 nts 60%
12.0 n PA-28R de n PA-28R
9 n COMPACFT Acci 50% 43.343.3 n COMPACFT
8.0 nt. 40%
ai
Rate 6 h./M 30%
c 22.1
3.6 Me 20% 15.415.7 17.6
2.6
3 1.6 1.5 ct. of 10% 7.6 5.813.310.6
P 1.91.4 1.0 1.0
0%
0
Total In IMC IFR in IMC Powerplant/ Fuel Oil Electrical/ Lndg Gear/Vacuum Sys Controls/
Propeller System System Ignition Brakes Instruments Airframe
PA-28R 114 34 15 PA-28R 45 16 23 6 11 2 1
COMPACFT 191 62 35 COMPACFT 91 33 16 28 37 3 2
- 7 -
retract the gear at slower speeds. Remember to promptly return the Figure 9. Critical Phase of Flight–Takeoff
switch to its original position to activate the automatic system again; you
PA-28(F)
may need it later in the flight. The POH requires disabling the system
for optimal climb performance. If departing from a runway in which 10
9.9
ttwhinaegy ditshe cerie dgcieonamgr fmuapcet noinrd etoidmn. cel,e tahrein sga ftehtey ombasrtagcinle sis atto toh teh einn da ndde pae lnodnsg eorn r guent-- dents 8 7.7 nn PCAO-2M8P(FA)CFT
ci
c
All aircraft must be maintained as recommended by the manufac- A
turer, including engine overhauls and annual inspections. Even as a ot 6
renter, the pilot in command is the final authority as to safety of flight. Pil
If you rent, the owner has some responsibility to maintain the aircraft, of 4
but the decision to fly is yours alone. If maintenance does not appear nt 2.7
to be well done, take your business elsewhere. Your safety and that of ce 2.11.7 1.91.9 1.9
your passengers depend on it. Per 2 1.3 1.1 0.91.0
The pilot and three passengers departed a valley airport after 0.30.1
0
dark in their rented Arrow III. Because the runway was relatively
Improper Fuel Inadeq. Winds/ High Elev/ VFRin Other
short, 2,200 feet, the pilot elected to use short field takeoff and Procedure Problem Runway Gusts Over Wt IMC
climb procedures. The aircraft flaps were set at 25 degrees for the PA-28(F) 170 46 36 32 33 5 16
takeoff and the flight departed in night VFR conditions. About 4 COMPACFT 326 54 73 81 47 6 41
minutes after takeoff the airplane impacted trees near the top of a
mountain ridge. All occupants survived the crash with minor
injuries. The accident investigation revealed that the pilot had not PA-28R
flown the recommended departure procedure posted in the airport
10
office. Even so, the aircraft was capable of clearing the ridge but
climb performance was reduced because the landing gear failed to nts n PA-28R
retract. The pilot had neglected to engage the automatic gear de 8 n COMPACFT
extension override and the climb speed was not sufficient to allow ci
c
the gear to retract. A 6.0
ot 6
Takeoff Pil
of 4
Before attempting to take off, the pilot should ensure that – consid- nt 2.9 2.7 2.7
e 2.4
ering aircraft performance, wind direction and speed, runway length, c 2.1 1.7 1.9
and obstructions – the takeoff can be made safely. The Archer II Per 2 1.31.1 1.1 1.11.5
0.4
0
Improper Fuel Inadeq. Winds/ High Elev/ VFRin Other
Procedure Problem Runway Gusts Over Wt IMC
PA-28R 11 5 9 10 10 4 4
COMPACFT 49 9 17 14 16 3 12
POH states that, for a normal takeoff under standard weather condi-
tions, 1,800 feet is required to clear a 50-foot obstacle. That increases
to 2,550 feet with a 10 knot tailwind. The obstacle clearance distance
with 25 degrees of flaps is 1,600 feet, and 2,300 feet with a 10 knot
tailwind. The Air Safety Foundation recommends adding 50 percent
to allow for less than perfect performance from the aircraft or the
pilot. For example, if it takes 1,800 feet to clear a 50-foot obstacle,
the recommended takeoff distance is 2,700 feet. This also allows the
pilot to reject the takeoff and stop on the remaining runway.
The majority of PA-28 takeoff accidents were due to improper
procedures, such as loss of directional control, premature
rotation/liftoff, and improper flap setting. (see Figure 9). Use of flaps
decreases the takeoff over an obstacle under standard conditions by
200 feet, from 1,800 feet to 1,600 feet. For the fixed-gear Cherokees,
improper procedure was the cause of the overwhelming majority of
takeoff accidents, which is not surprising since many PA-28(F)s are
training aircraft. Procedural problems tend to diminish as pilots gain
skill, experience, and flight time.
The Arrow’s takeoff accidents were primarily due to improper
procedure, inadequate runway, winds/gusts, and high density altitude/
overloaded aircraft.
- 8 -
The Wind Got Me
Just how much crosswind an airplane can tolerate is determined
during certification testing and published in the Pilot’s Operating
Handbook (POH). Airplane accidents generally involve a pilot some-
where in the process, though, and how much wind a pilot can handle
varies from person to person and, even in one person, from day to day.
Pilot competency is determined during the certification checkride and,
in many cases, begins to deteriorate immediately. Master aviators not
only learn their lessons well, they continually practice to keep piloting
skills honed to perfection.
Let’s review how wind affects airplanes. On the ground, an airplane,
be it conventional or tricycle gear, acts like a weather vane, rotating
around the vertical axis to point into the wind. This tendency,
although more pronounced in tailwheel airplanes, is common to all
and pilots must know how to cope or suffer the consequences. A
steady state wind aligned with the runway increases the airplane’s per-
formance with no control penalty, providing the pilot takes off or lands
into the wind. Tailwinds increase airplane takeoff and landing dis-
tances and crosswinds require compensation from the pilot. The
effect of crosswind is greatest when the wind is 90 degrees to the run-
way and decreases the closer the wind is to the runway heading. Many
POHs contain taxi charts that depict control placement to compensate
for various wind conditions, and all provide maximum demonstrated
crosswind performance data.
Wind shear, a sudden change in wind direction or speed, is a com-
mon atmospheric phenomenon that has caused many airplane acci-
dents over the years. Wind can shear in the horizontal plane and,
especially in convective weather, the vertical. It is possible for wind to
shear from a headwind to a tailwind or vice versa while an airplane is
Wind
close to the ground on final approach. The headwind to tailwind shear
The PA-28 series aircraft have a maximum demonstrated crosswind is particularly dangerous because it can cause an airplane to stall or
of 17 knots. This means that they were tested in winds up to 17 land short of the runway.
knots, but may actually be able to endure stronger winds. The PA-28 Terrain features near airports can generate impressive shear. Many
has the reputation of being a good crosswind airplane, due to the low runways are known to have “air pockets” at one or both ends. The
wings and wide gear. However, the pilot’s capabilities may be less sinking sensation pilots experience when approaching these runways is
than the aerodynamic limitations. more often than not a decrease in headwind component due to wind
Taxiing in crosswinds requires caution. When taxiing in a quarter- shear. A study of the terrain around an airport will often reveal fea-
ing headwind, remember to turn the ailerons into the wind. Turn the tures that consistently promote wind shear. Local pilots familiar with
ailerons away from the wind and move the control yoke forward, or the environment usually cope well with shear conditions at their field,
“dive away,” if in a quartering tailwind. That will keep the upwind but many an itinerant pilot has had a wild ride on short final.
wing from lifting when the wind pushes on it. No matter what the wind, pilots must cope or divert to a more suit-
There are two crosswind landing methods, the wing low method able field. The secrets to coping are good initial and recurrent train-
and the crab, or kickout, method. Practice with an instructor to see ing, and practice.
which one works for you.
Approaches
Prepare for arrival in the cruise phase of flight, before entering
busy terminal areas. Review appropriate aspects of the approach:
3 Obstructions in the area
3 Runway lengths
3 Wind direction and speed
3 Radio frequencies
3 Sectional and/or approach charts and airport taxi diagrams
3 Landing minimums
3 Missed approach procedures
When in the traffic pattern, be aware of other traffic. Scan con-
stantly, and stay alert. Most PA-28(F) approach accidents occurred in
VFR conditions, while the Arrow was involved in most approach acci-
dents under IFR flight. (see Figure 10).
Note: VFR pilots should be familiar with instrument fixes near the
airport. That will help them to visualize traffic and lessen confusion
from IFR terminology.
- 9 -
Figure 10. Critical Phase of Flight–Approach Regular practice of short field, soft field, and emergency procedures
will increase pilot proficiency and confidence. Towered airports are
PA-28(F)
prime places to be faced with various types of approaches. Air traffic
8
n PA-28(F) controllers may clear you to base, or for a straight-in approach, instead
dents 6 6.1 5.8 n COMPACFT otrfa hffaicv iwnigl ly oofute fnly flay ssttarnaidgahrtd-i ntr aafpfipcr poaatctheerns.. AASt Fn orenctoowmemreedn adisr pdouratsl, IFR
cci instruction for new pilots before flying at unfamiliar airports with short
A
ot runways or high density traffic.
Pil 4 The Air Safety Foundation’s Safety Advisors, Operations at Towered
of Airports(www.aopa.org/asf/publications/sa07.html) and Operations
nt 2.0 at Nontowered Airports(www.aopa.org/asf/publications/sa08.html)
e 2 1.5
c are helpful tools for all pilots.
r
e
P
0 Landing
VFR IFR
Landing was the phase of flight with the highest number of PA-28
PA-28(F) 106 34 accidents. Ground effect is more pronounced in low wing aircraft so
COMPACFT 246 65 it’s not surprising that landing long is the most common fixed-gear
Cherokee landing problem. Precise airspeed control will minimize
float. The comparison aircraft group had landing accidents mostly as
PA-28R
a result of hard touchdowns. (see Figure 11).
8
n PA-28R n COMPACFT The most common landing problem for Arrow pilots and the
s
nt 6.2 6.1 comparison group is landing hard. Airspeed control and proper flare
e
d 6 are necessary for soft landings.
ci
c
A 4.5 Go-arounds result in many accidents. If you are not down safely in
ot 4.0 the first third of the runway, go around immediately. Practice go-
Pil 4 arounds regularly.
of
nt Note: Periodic dual instruction is an excellent way for pilots to
e 2 maintain takeoff and landing proficiency. During these training
c
er sessions pilots should practice takeoffs and landings at gross weight.
P
Airplanes perform very differently when loaded at or near their limits.
0
VFR IFR ASF recommends a “full load” checkout for all transitioning pilots.
After landing, remember that ground operations may be as compli-
PA-28R 17 23 cated as flight and full attention should be devoted to taxiing. Taxi
COMPACFT 51 33 diagrams are available from ASF at www.aopa.org/asf/taxi.