"Andy Hawkins" wrote in message
...
Hi,

In article ,
Peter wrote:
My point, which Judah phrased much better, was simply that "stuff
happens"
and it makes no sense to add more regulations and complexity every time
an
accident or incident indicates a possible gap in the rules--or to try to
find or enact a crime that might fit every situation. All of us will
die;
but, if we expend less effort fretting about unusual causes, most of us
would live more complete and enjoyable lives before our death.

While that's true, and adding more and more 'rules' isn't necessarily
going
to help, it can't be harmful to have a standardised method for
inexperienced
(not just student) pilots to identify themselves as such to ATC and other
pilots.

'Heathrow Tower, Tyro G-ANDY base' isn't much more to say, and can convey
this inexperience without too much extra effort.

Military fields already have a mechanism for doing this (the 'Tyro' above
is
the military term). Extending this to civilian air traffic seems as good a
way as any to me.

I do agree though, there appear to have been a lot of small isolated
factors
in this accident that just all came together to make its consequences so
bad.

Andy

Well, I did use some of that idle time to read the entire report.

The proposal at the end of the report seemed to make the Student/Tyro call
sign a recommended standard for all student solo flights, which would
suddenly end when the private pilot certificate was issued. IMHO, that is
an egregious idea for at least two reasons: 1) it is just one more example
of the worse of the "Nanny State" and 2) it suddenly ends exactly when the
new pilot is first exposed to the distraction and responsibility of
passengers.

However, the call sign recommendation was my only criticism of the report,
which was remarkably thorough and complete--expecially for a single aircraft
accident with only the pilot aboard and no injuries on the ground.

Interestingly, it appears that the student pilot did absolutely nothing with
the exceptions of pulling back on the yoke and of turning--and too far and
to an incorrect heading. Apparently, according to the rather thorough
reconstruction, he flew the approach with approximately 20 degrees of flaps,
carb heat on and 1700 rpm. Although the tachometer froze showing 900 rpm,
the additional findings and commentary suggested that the power was never
changed from the approach to impact--in other words, in addition to not
removing carb heat and to not retracting the flaps, the student never
throttled up...

All in all, an unusual chain of events. As you said, a lot of small
isolated factors.

Peter