Over the years I have heard a few.
Thought it might be worthwhile to post.

"You will have to top your engine at somewhere around mid time!

I get people asking me about it especially new prospective aircraft owners.

I would say not true!
Sometimes it makes sense like if an engine has been sitting and has multiple low cylinders... but most of the time it's not necessary.

"If you keep playing with it, it's gonna fall off"

A 10 cent fuse will protect a $2500 radio.

Timberwolf wrote:"If you keep playing with it, it's gonna fall off"

Ha Ha!

I think that's what Mrs. Jenner used to say!!!!

Turned out she was right!

"Avoid slips with flaps extended"

"Yes, honey, that's eight inches."

Vref + 10 is way safer...

"You can't have too much airspeed or altitude." Incompatible; you generally have to trade one for the other. Also, what about visual reconnaissance? Or high threat environment with radar? Vne? You can have too much of both when spraying a ten acre patch with trees all around? To land we have to get rid of excess airspeed and all altitude? Gravity thrust of altitude problems are why gliders have spoilers and powered airplanes have flaps.

"Protect the Nation's transportation systems to ensure freedom of movement for people and commerce."

-TSA Mission Statement

scottf wrote:"Protect the Nation's transportation systems to ensure freedom of movement for people and commerce."

-TSA Mission Statement

You should see Kona! It was a goat rope. No bad for me, but, families with small children were forced to stand in line, in the hot midday Sun waiting for a (10) second screening. Which took over (30) minutes.

I do not have a problem with TSA. My opinion is that it is not TSA employees, but a (slowing) trend of zero leadership that people are accepting. Including myself for not being more active in local politics.

My precious fish packed in dry ice created a mountain of paper work and inspections yesterday (Thursday)! But, I was treated well on a "one to one basis" with both TSA and Hawaiian Airlines. I was impressed with the fine service from both agencies. Bottom line we are home safe.

The only time you have too much gas is if you're on fire.

I think the 210 that crashed at upper loon disproved that when he put 92 gallons in for a 2.5 hour round trip.

If it flys, floats, or f**ks it's cheaper to rent than buy...

Oh wait, that's not an old wives tale. That's true. [emoji15]

Gump

"Old airplanes only increase in value."

We're talking about tales we tell our wives, right?

This just came out...it's actually a good read about ditching an aircraft...

http://www.avweb.com/news/safety/183010-1.html

Akt

"If it flys, floats, or f**ks it's cheaper to rent than buy...

Oh wait, that's not an old wives tale. That's true"
Are old wives really like that?

No. It's the young ones that'll cost ya! [emoji15]

Gump

"If a man speaks in the desert where no woman can hear, is he still wrong? Anonymous

Thanks for the link Kevin. I've met Doug a couple of times. I think this is mostly a good article, though I have one disagreement and at least one caveat.

Doug writes:

" Is it a bit disorienting if the ditched aircraft does end up on its back? No doubt it can be, but that doesn’t appear to have any significant impact in the real world of general aviation ditchings. Is training helpful? Sure, it could keep you out of that small percentage of fatal ditchings, but is unlikely to make a big dent in the overall stats."

A couple of years ago I took a day-long underwater aviation egress course in Victoria, BC from Bryan Webster and his team. I found it invaluable and highly recommend it not only to seaplane pilots but to anyone who flies over water much.

I don't know how much improvement in survival rates Doug Ritter would have to see to accept that training does "make a dent". In the end, the statistic that matters most to me is how much more likely I and my partner are to survive ditching my wheeled aircraft or flipping my seaplane. I am certain that my odds went up significantly as a result of that one day of egress training. The difference in my reactions between the first time and the third time they dunked and rolled me inverted in a pool in their "SWET" device was significant. Like many things, the difference between reading about it and actually experiencing it is enormous.

The other issue is if and when to let go of the controls in a ditching or other forced landing. Over in the COPA (Cirrus Owners) forum there is a current thread started by our PhD safety expert and statistician, Rick Beach, titled "When You Crash . . . Get Your Hands and Feet off the Controls!" He starts with a frame-grab image of Indy Car driver Helio Castroneves mid-crash. As confirmed by another Cirrus driver, orthopaedic surgeon, and amateur race car driver, it is standard training.



At least in terrestrial forced landings, the evidence points to ankle and wrist fractures from staying on the controls. In fact, one foot fracture is called an "Aviator Fracture" by orthopedic surgeons. ("The name arises as it was frequently seen in aircraft crashes (presumably on landing), when as the plane comes to a sudden stop, the rudder bar is driven forcibly against the middle of the sole of the foot." From Radiopaeia.org) Before you dismiss the significance of "only" a broken arm or ankle, consider the extra burdens this places on successful egress, swimming to shore, or other post-crash survival activities.

I'm not as clear on this point as on the value of egress training. I suppose that in a water ditching there may be some value to continuing to "fly the flippin plane" after it hits the water. Maybe if I'm about to slam into a six foot swell, I'll assume a "clutch in" or other brace position.

I'm hoping Contactflying chimes in with one of his real life crash stories and lessons learned!

Pierre

1. Fuel is cheap, run rich of peek.
2. You will destroy your engine with an engine analyzer.
3. The burnt up cylinder was running to lean.
4. Never run under square.
5. STOL kit will make the airplane float and hard to control in a cross wind.
6. It’s normal for Aircraft engines to vibrate and leak oil.
7. All Franklins leak oil.
8. TBO is a hard number.
9. Ran low on fuel and sucked dirt off the bottom of the tank.
10. The FAA is unbiased and there to help you.