Twenty Basic Safety Rules e put much thought into the safe desijn a::d construction of our little airplanes, and, naturally, we like to fly them with equal care. In this respect it is

W

that 90 percent were the result of pilot error. When the

National Insurance Underwriters in St. Louis. A detailed study of General Aviation accidents in 1958 revealed

causes of this sorry record were analyzed it became apparent that 90 percent of private and business flying accidents could be prevented by strict adherence to the following twenty rules. It is worth study by anyone who flies.

Check Out — Never use an airplane without at least one hour ground familiarization and ten takeoffs and

Landing — Don't relax control until the plane has stopped rolling.

most informative to study a release which came from

landings, two of which shall be crosswind and two simulated shortfield, with a qualified check pilot. Preflight Inspection — Do a walkaround preflight

check before starting engine. Check for water in fuel with quick drain and test vial. Have enough fuel to include 15 min. warmup and 45 min. at destination. Check oil

supply.

Secure all filler caps.

Vigilance — Occupy no ground or air area without

double checking for existing and potential hazards. Controls and Systems — Don't start engine, takeoff

or landing without checking with a written checklist. On landing a retractable gear ship don't raise flaps until

off the active runway and then only after double-checking the control lever you are operating. Weather — Make a preflight weather study and

establish an escape route to good weather. Weather — Never even get close to losing ground

contact. Enroute, if ceiling drops to 1000 ft. or visibility lowers to 5 miles, start planning a retreat or escape route. Execute retreat when ceiling drops to 800 ft. or visibility to 3 miles. Weather — Never fly over the top except when clouds

are widely scattered and then only when clouds are at least 2,000 ft. above the ground, unless qualified for IFR. Weather-Night — Do not fly at night unless assured of 2,000 ft. ceiling and 5 miles visibility and that there

Landing — Don't land on wet grass unless the runway length is double the normal landing requirement

and be sure to set down on the first quarter of the runway. Wet grass has about the same traction as ice. Wind—Operational Limits — Do not fly when surface wind, including peak gusts, is 40 percent above stalling speed of a high wing plane or 50 percent above that of a low wing plane, unless ground assistance is available for taxiing and turning.

Wind—Propeller and Jet Blast — Don't get closer than 1,000 ft. from the blast end of large aircraft and then only when headed into the remaining blast effect. Crosswinds — Do not take off or land when 90 degree crosswinds exceed 20 percent of stall speed or when 45 degree crosswinds exceed 30 percent of stall speed. Night — Don't fly at night unless qualified by C.A.R. and then only from well lighted, night-approved airports.

Make steeper approaches. Physical Condition — Observe the rule, "Twelve hours

between bottle and throttle". Do not fly when extremely fatigued.

Starting Engine — Never hand-start an engine unless a qualified person is at the controls. In an emergency,

chock the wheels and tie down the plane before starting engine unaided. .

will be no fog or frontal conditions, unless qualified for IFR.

Speed/Stall Control — Just after takeoff and on land-

ing flare-out do not allow speed to drop below 120 percent of stalling speed unless wheels are within 3 ft. of runway. During climb out and approach glide do not get below 140 percent of stalling speed. Low Flight — Never fly at an altitude of less than 500 ft. above the highest obstruction except during straight climbs and glides out of and into airports. Stay at least 2,000 ft. over mountaintops. Takeoff and Landing Areas — Never operate out of other than designated airports and then only provided runway lengths allow an 80 percent margin over minimum requirements given in operations manual. Add another 200 ft. for sod runways. , THCUTTLf

Landing and Takeoff — Abort your takeoff if not

airborne in first half of runway. Go around if when landing you do not set down in the first third of the runway. 12

SEPTEMBER

1960

Htlf£0 ME THtt

CMC! Cartoon

by

Marian

Armstrong