siucavflight
Back from the forsaken
- Joined
- Jul 30, 2003
- Posts
- 3,512
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I did that, and put in OSHKOSH, and Wisconsin, and between now an 2000, got 2 pages. 3 fatals in 2001, including the one I saw.siucavflight said:I dont know about a good safety record. Every year on they have a few incidents, and accidents. Go to ntsb.gov and type in oshkosh, you will get 26 pages worth of results, then look at the dates.
ISaidRightTurns said:Its not just VFR PPs though. I can't tell you how often I clear people for a visual approach after they call the field in sight and they won't cancel. I work several uncontrolled fields where my frequencies won't work on the ground, so after they read back the 'cleared visual approach' part; I tell them my frequency won't work on the ground, they may cancel now or call FSS on the ground. They have no clue. I would guess 70% of pilots are clueless.
sky37d said:I did that, and put in OSHKOSH, and Wisconsin, and between now an 2000, got 2 pages. 3 fatals in 2001, including the one I saw.
One of the fatal was in April, not connected with the show.
I did the same search for Lakeland, got 3 pages, 8 fatals, same time period.
Not fatal.IfIHadABoat said:There was rumor of a fatal in an RV on 9-27 on Saturday. Never heard if it was more with than a rumor.
Boat
suen1843 said:You must be a little "clueless" yourself. Most FAA issued opsspecs under Part 135 do not allow for cancelling IFR unless the crew is in direct contact with...well, let me quote the following from a typical opspec C77:
"Uncontrolled airports: The flightcrew is in direct communciation with an air/ground communications facility or agent of the certificate holder that provides airport traffic advisories and information that is pertinent to conditions on and around the landing surface during the terminal phase of flight; and the flight is operated within 10 nautical miles of the destination airport, or visual reference with the landing surface is established and can be maintained throughout the approach and landing."
If some sort of incident should occur, I don't think the resulting investigation would indicate that just because the pilot was communicating with the teenage lineboy hired last week meant they were in direct comm with someone who could safely provide the required information.
There are also considerations for minimum altitudes to be flown which may allow the pilot to maintain required visual contact with the airport or a preceeding aircraft but not required separation from clouds (ie...one may only be 200 ft below the ceiling until initiating final descent).
Also, cancelling IFR early eliminates all SAR protections built into the system. A lot of company ops procedures do not allow for cancelling until landing.
Lastly, our tax dollars pay for the IFR system and a lot of us fully intend to use it to our benefit...not yours.