Safety Worries
C-172 Very Safe
The fact remains that the staid looked down upon C-172 has the best safety record of any single engine piston a/c
There is a book out there on that very topic.
Now it's not nearly as much fun as a Grumman Tiger or Citabria or glider.
Weather is a big killer, but weather only kills when the pilot is dumb enough to fly in or into weather he and/or the a/c can't handle.
Takeoff accidents tend to be deadly. Adequate runways and good maintenance do a lot to keep you away from these. I've seen two recent accidents where the pilot killed himself and his passenger attempting a turnback to the runway after engine failure on takeoff. Let the insurance company buy the airplane, pick the softest spot straight ahead and land under control.
I've done a number of water crossings without a raft. Each time I calculated my glide range and got the winds so that I knew that I could glide to land from 9500'. I hear that Channel crossings are held down to 4000'; so that's immersion suits, Winslow raft and PLB. With children I'd give consideration to Chunnelling them with mum and picking them up on the other side.
Aircraft maintenance for a neophyte owner can be a black hole for money. Buying into a group is a good way to learn about maintenance.
There is a book out there on that very topic.
Now it's not nearly as much fun as a Grumman Tiger or Citabria or glider.
Weather is a big killer, but weather only kills when the pilot is dumb enough to fly in or into weather he and/or the a/c can't handle.
Takeoff accidents tend to be deadly. Adequate runways and good maintenance do a lot to keep you away from these. I've seen two recent accidents where the pilot killed himself and his passenger attempting a turnback to the runway after engine failure on takeoff. Let the insurance company buy the airplane, pick the softest spot straight ahead and land under control.
I've done a number of water crossings without a raft. Each time I calculated my glide range and got the winds so that I knew that I could glide to land from 9500'. I hear that Channel crossings are held down to 4000'; so that's immersion suits, Winslow raft and PLB. With children I'd give consideration to Chunnelling them with mum and picking them up on the other side.
Aircraft maintenance for a neophyte owner can be a black hole for money. Buying into a group is a good way to learn about maintenance.
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Agree with many others.
Killing yourself in a light aircraft is largely a people problem, not a widget problem. Trying to solve a people problem by buying widgets is almost always the wrong answer.
The most important safety factors are attitude ("yours not the aircraft's" I was going to say, but of course both are vital) and training. As you will realise as you progress through the course, PPL training is trying to teach you three things:
Killing yourself in a light aircraft is largely a people problem, not a widget problem. Trying to solve a people problem by buying widgets is almost always the wrong answer.
The most important safety factors are attitude ("yours not the aircraft's" I was going to say, but of course both are vital) and training. As you will realise as you progress through the course, PPL training is trying to teach you three things:
- Safety.
- Safety.
- Safety.
G
Realistically however, you'd have to try pretty damned hard to kill yourself in any of these aeroplanes.
G
A little less conversation,
a little more aviation...
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Near as dammit a 100% chance of doing yourself a life-threatening mischief getting in or out of the bloody things though
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Originally Posted by TheGorrilla
Didn't Bob Hoover say that about the Piper Cub? Darn near impossible to kill yourself in one.
And, to be pedantic, it's attributed to Max Stanley of Northrop, not Bob Hoover.
Thankyou all for your posts. Very imformative. I am going to put some of the money to good use and get training for IMC and Night and join a shared group.
Matt
Matt
I'm not suggesting night-flying is stupidly dangerous, just a little bit more dangerous than flying by day. And as you were looking (in your first post) to eliminate any avoidable danger in flying...
But I agree with everyone else's posts (and your conclusion) to concentrate on skills-building, and look for your first aircraft ownership in a group with experienced and competent flyers. It's useful to have someone else that knows about maintenance, regulation and so on.
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Killing yourself in a light aircraft is largely a people problem, not a widget problem. Trying to solve a people problem by buying widgets is almost always the wrong answer.
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Widget post, pure genius! Sir!
Thanks DaveW, I thought it was Bob but wasn't sure, hence the question in my post.
Now back to the widget..... Reminds me of a spitting image sketch involving Norman Lamont or maybe just a building support in an old house. Both totally incapable of preventing air accidents, however, if the widget is in an old pub it may come in handy after the crash. Especially if the crash is in the roof of the pub and the widget is supporting what's left.
Thanks DaveW, I thought it was Bob but wasn't sure, hence the question in my post.
Now back to the widget..... Reminds me of a spitting image sketch involving Norman Lamont or maybe just a building support in an old house. Both totally incapable of preventing air accidents, however, if the widget is in an old pub it may come in handy after the crash. Especially if the crash is in the roof of the pub and the widget is supporting what's left.
Like a lot of previous posters, I also recommend that you invest a goodly amount of money in yourself. If you are well-trained and well-practised at all times then that is the most important step that you can take to keep yourself and your loved ones alive.
Never stop learning (I am still learning after 46 years). Get your IMC rating and your night rating. If you can possibly afford it, get a proper Instrument Rating after that. They are all great investments.
Don't be too afraid of the risks of night flying. Undoubtedly there has to be a slightly increased risk but I have never seen any statistics stating that it is much more risky than flying by day.
How many times have you heard the statement, when discussing going down to the Channel Islands for the weekend, "the engine doesn't know it's over the water". The same applies to night flying. The engine doesn't know that it's got dark!
I don't remember being told how dangerous it was to fly single-engined aeroplanes at night when I was in the RAF (but we were well-trained). I now have 5,500 hours of flying at night in my log books and I still enjoy a bit of night flying in my PA-28 when the weather permits.
Never stop learning (I am still learning after 46 years). Get your IMC rating and your night rating. If you can possibly afford it, get a proper Instrument Rating after that. They are all great investments.
Don't be too afraid of the risks of night flying. Undoubtedly there has to be a slightly increased risk but I have never seen any statistics stating that it is much more risky than flying by day.
How many times have you heard the statement, when discussing going down to the Channel Islands for the weekend, "the engine doesn't know it's over the water". The same applies to night flying. The engine doesn't know that it's got dark!
I don't remember being told how dangerous it was to fly single-engined aeroplanes at night when I was in the RAF (but we were well-trained). I now have 5,500 hours of flying at night in my log books and I still enjoy a bit of night flying in my PA-28 when the weather permits.
Night Flying
As long as you have enough gas and stay out of weather you and/or the a/c can't handle, there's not that much added risk in night flying except for those whose habit is flying 3 mile finals from 500'
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Realize that no matter how well you're doing, you have made mistakes, and should have scared yourself. Be scared, you'll remember what scared you, and get it better next time.
Great piece of advice, Pilot DAR!
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How many times have you heard the statement, when discussing going down to the Channel Islands for the weekend, "the engine doesn't know it's over the water". The same applies to night flying. The engine doesn't know that it's got dark!
Granted you're no more likely to have an engine issue at night / overwater than dry land in the daytime, but that's rather missing the point. The difference is that the consequences of it quitting over water / at night are generally more serious - same principle as most thinking pilots will avoid flying over unlandable terrain where they can easily route otherwise.That not to say SE overwater/night (or even IFR) are nevessarily 'risky', but there's more risk than regular day VFR. I believe it's a good tool to have in the box; Having personally completed a night rating recently, it's definately had a significant positive effect on my flying.
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If you think about and consider all the different ways an aeroplane can kill you you'd never get in the damn thing. It's impossible to eliminate risk, only reduce it. So kids, either do what your mummy tells you or go outside and play with the big boys.
Moderator
Top class training is expensive, but worthwhile.
Top class is available, often for the cost of a coffee, or simply listening (or reading) to what other more experienced pilots have to say. Yes, there's sometimes wheat from chaff sorting required (certainly here!), but even that excercise makes you sharper.
Formal instruction, absolutely, but pay attention around the club house and by asking advice. Most of what I know came that way, rather than the formal training route.
But, bottom line completely agreed, best safety tool a well skilled pilot!
Pilot DAR
