On 9/3/2012 9:43 AM, Dan Marotta wrote:
If I thought I was going to die every time I flew, I wouldn't fly.

Nor would I. I've never thought I "*was* going to die every time I flew," only
that if I didn't get certain things "right enough" on THIS approach that I
*could* die. Big difference.

There's a long history of dead pilots - better and more experienced than I -
who *did* die from not getting some basic things right.
- - - - - -


The problem, as I see it, with these low altitude stall/spin accidents stems
from the desire to get home rather than landing out. Back in the '70s the
USAF called it "Get-Home-itis" and warned that it was a good way to get
killed. Pilots need to make the decision to terminate a flight before there
is no option other than landing in an unlandable place or trying to make a low
save a mile from home just to avoid the inconvenience of a retrieve.

Good thinking...with which I'm in 100% agreement.
- - - - - -


Long ago I made the commitment to never be outside of gliding distance of a
suitable landing area. I also carry the phone numbers of people who have told
me that they will come to get me if I land out. I always know where I will
land if I don't get that next thermal so there's no problem if I don't get it
and there are never any attempts to thermal at 300' AGL.

If my conservatism causes me to rarely get more than 500Km in a day, but I can
*live* with that.

More good thinking, IMO! Most soaring pilots fly for personal satisfaction, as
distinct - say - from setting state/national/international records. Learning
how to intelligently expand one's personal limits is a key piece of the
soaring puzzle.
- - - - - -

For the record, my underlying reason to finger "misguided/absent thought
patterns" as a very real hazard within the sport of soaring comes from decades
of specifically ad-hoc discussions with the "committing PIC" regarding "flaky
patterns": e.g. "drunken sailor," low,
perplexing-to-me-under-the-circumstances, etc. Based purely on
non-quantifiable, lengthy, experience discussing these sorts of events with
the pilots involved, I think I've seen a consistent pattern of "brains not
where they need to be" in terms of not fundamentally focusing on high-priority
(to THAT pattern's ultimate outcome) items. Why that is - e.g. complacency,
distraction, pushing personal limits, whatever - is less clear to me. In any
event, how a pilot thinks, matters.

FWIW,
Bob W.