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Smoke in the Cockpit
By Eric McCarthy
It was a hot, humid August day in the year 2000. My wife, youngest son, and I decided to take a quick flight over Massachusetts’ North Shore. I had done this flight many times: we’d depart Lawrence Municipal Airport (KLWM) to the east, climbing to 2,500-3,000 feet, following the Merrimack River as it winds its way 15 miles or so to the Atlantic, passing the quaint town of Newburyport before reaching the mouth of the river. There, I would usually proceed out to sea a couple of miles before executing a 270-degree, descending left turn to align the aircraft with the coastline at an altitude of 1,000 to 1,500 feet.
We’d fly southbound along the beaches of Plum Island, past the majestic Crane Estate and its magnificent grounds, then Crane’s Beach before turning east to round Cape Ann, the nub of land that projects into the Atlantic north of Boston. We’d pass the aptly named and picturesque town of Rockport, and Thacher Island, a small island just off the coast and home to the twin, 124-foot tall, lighthouses known as Ann’s Eyes, built in 1861.
Then southwest past Good Harbor Beach and Bass Rocks, turning north around Eastern Point, over Gloucester Harbor and past Hammond Castle, up the Annisquam River, past Wingaersheek Beach, then we’d retrace our steps up the coast for the return to the airport. My wife, boys, and I had spent many a summer day at the various beaches and towns we’d be flying over; this flight would provide a fresh perspective on these familiar sites. It’s a pleasant, scenic flight and only takes about 45 minutes to fly.
At least, that was the plan…
Flying Into Writing: Some Things Have Changed Over the Years…
By Eric McCarthy
Buzzard’s Bay (Courtesy Ben Nugent/Martha’s Vineyard Chamber of Commerce)Ahh…it seems like only yesterday! My long cross-country as a student pilot…
I was speaking with one of my CAP squadron-mates the other day and asked how close he was to finishing his Private Pilot license. He said he had just a couple of items left, including his solo long cross-country. Since he was training at a Part 141 flight school, his cross-country merely had to cover at least 100nm. As I look at the FARs today, it appears that the requirements may have been relaxed from when I did my long cross-country years ago. As I recall, my flight had to have three legs of at least 100nm each.
At the time I was training at Turners Falls (0B5), a remote, picturesque airport located at a sharp bend in the Connecticut River in north central Massachusetts. The airport has a 3,200-foot runway that sits on a plateau about 50 feet above the river, which to me as a young aviator provided an exhilarating view when approaching runway 16 over the river.
I had planned my flight under the supervision of my instructor and just needed the weather and aircraft availability to cooperate. That day arrived in July, 1980. I had graduated from UMass that May, and had been making the 100 mile trek from my home in eastern Massachusetts to complete my training at 0B5 since then, but that was getting tedious – especially since I lived under the traffic pattern of Norwood Memorial Airport (KOWD). This would end up being my last flight from Turners Falls.
My flight would take me from Turners Falls to Portland International (KPWM); from there to Martha’s Vineyard (KMVY); and then back to Turners Falls; total distance: about 360nm. It would take me almost five hours’ flight time to complete in the club’s Cessna 152, N49394.
Safe Landings: Re-Sourcing Crew Management
The application of team management concepts in the flight deck environment was initially known as cockpit resource management. As techniques and training evolved to include Flight Attendants, maintenance personnel, and others, the new phrase “Crew Resource Management” (CRM) was adopted. CRM, simply put, is “the ability for the crew…to manage all available resources effectively to ensure that the outcome of the flight is successful.”1 Those resources are numerous. Their management involves employing and honing those processes that consistently produce the best possible decisions. Advisory Circular 120-51E, Crew Resource Management Training, suggests that CRM training focus on “situation awareness, communication skills, teamwork, task allocation, and decision making within a comprehensive framework of standard operating procedures (SOP).”2
Aircrews frequently experience circumstances that require expert CRM skills to manage situations and ensure their successful outcomes. Effective CRM has proved to be a valuable tool to mitigate risk and should be practiced on every flight. This month CALLBACK shares ASRS reported incidents that exemplify both effective CRM and CRM that appears to be absent or ineffective.
Who Has the Aircraft?
Callback: What’s All The Flap About?
This month, CALLBACK again offers the reader a chance to “interact” with the information given in a selection of ASRS reports. In “The First Half of the Story,” you will find report excerpts describing an event up to a point where a decision must be made or some direction must be given. You may then exercise your own judgment to make a decision or determine a possible course of action that would best resolve the situation.
The selected ASRS reports may not give all the information you want, and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to refine your aviation decision-making skills. In “The Rest of the Story…” you will find the actions that were taken by reporters in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought, training, and discussion related to the type of incidents that were reported.
The First Half of the Story
What’s All the Flap? B737 First Officer’s Report
• As the Pilot Flying while maneuvering in the busy terminal area, I didn’t notice that the flap indicator did not match the [flap] handle (2 indicated, 30 selected) until the Captain identified it with the…Before Landing Checklist. We checked the Leading Edge Device [LED] indicator on the overhead panel; the LED’s [indicated] FULL EXTEND. We discussed how the aircraft felt as it was being hand flown. The feel was normal.… The airspeed indicator was normal. The aircraft flew normally in all aspects except for the flap indication. All this occurred approaching the final approach fix..
Safe Landings: Windshear
The windshear saga in American aviation history reveals a complex and costly past. Windshear has existed for as long as aviators have taken to the skies and is largely responsible for several classic aviation losses. Notable U.S. aviation accidents include Eastern Flight 66 (1975), Pan American Flight 759 (1982), and Delta Flight 191 (1985).
Windshear remained unrecognized for years. It was not clearly understood until swept wing, jet aircraft encountered the phenomenon. Since 1975, windshear has been researched and studied, measured, defined, catalogued, and rightly vilified. Technology has been developed to identify and minimize the threats that it poses. Procedures have been implemented to aid pilots who experience windshear in flight and flight crews invest hours of simulator training practicing windshear escape maneuvers.
Even with progress to date, windshear continues to be a worthy adversary to aviation professionals. It requires respect and wisdom to defeat. Pilots often must make decisions regarding known or anticipated windshear, and the best practice is always avoidance.
This month, CALLBACK shares reported incidents that reveal some means and extremes of windshear experienced in modern aviation. Lessons to be gleaned are ripe, rich, and many.
Teasing a Toronto Tailwind
After encountering windshear that resulted in an unstabilized approach, this A319 Captain elected to continue to a landing. He noted his awareness of the current winds and trends as well as his personal preparedness to go around as reasons for continuing the approach.
• After being delayed due to low ceilings in Toronto, we were finally descending…in heavy rain and moderate turbulence with clearance to 7,000 feet MSL. After a third 360 degree turn, we were…transferred to the Final Controller and proceeded inbound for the ILS RWY 05. The last several ATIS [reports] showed winds at approximately 090 to 100 [degrees] at 5 to 10 knots, and the Final Controller mentioned the same with an RVR of 6,000 plus feet for Runway 05. When cleared for the approach, we were at 3,000 feet MSL to intercept the glideslope, and I noticed the winds had picked up to a 50 knot direct tailwind. The First Officer was flying. We were assigned 160 knots and began to configure at approximately 2,000 feet AGL. At 1,500 feet the wind was a 30 knot direct tailwind and we had flaps 3. Indicated airspeed (IAS) had increased at this point [with] thrust at idle to 170-175 knots, prohibiting final flaps just yet. The First Officer did a great job aggressively trying to slow the aircraft, as we were concerned about getting a flaps 3 overspeed. As I knew from the ATIS and the Controllers (Tower now), the winds were to die off very soon to less than 10 knots. [Below] 1,000 feet we were just getting the airspeed to put in final flaps (full) and were finally stabilized and on speed between 500 to 800 feet. The winds were now at the reported 090 [degrees] at 8 knots or so [below] 500 feet. The total wind shift was approximately 90 degrees from direct tailwind to a right crosswind - losing 40 knots [of tailwind] in the space of 1,500 feet or so. The reasons I elected to continue the approach were:
1. We landed uneventfully in the touchdown zone and on speed…after breaking out before minimums.
Editorial: Learning
By Ed Downs
Given our May issue, which features much of what is going on in flight training today, this writer decided to take a slightly different view on the prosses or training. Let’s take a look at the student’s contribution to training, learning. Becoming a Flight Instructor today is sort of like becoming a junior phycologist. In fact, this writer did post graduate studies in educational psychology, in addition to sitting in the right seat of a flying machine, staring at a hoobs meter for more hours than can be accurately counted. Add to that, years of ground instructing and nationwide tutoring through computers and phone contacts, and you have a person who has seen how folks learn.
This writer has also seen a marked change in the ability of my students to learn. Yes, this could be the meanderings of an old guy who just expects students to learn fast to make the job of training easier, but it seems to be more than just that. Many of the very experienced CFI’s I work with in teaching Flight Instructor Revalidation Clinics (FIRC’s) comment that they too see changes in how leaning is taking place.
Editorial: Current Events
By Ed Downs
As implied by the title of these editorial thoughts, current events often drive the creative rants offered by those who share their opinions in public. This month is no exception, although the quantity and volume of news stories parading through the TV media and web makes it hard to choose which one to go with. The obvious answer to, “which subject do we exploit,” is to simply combine several stories together. How about recent events, which include an embarrassed movie star, the “lying” media, a famous cartoonist, and of course, a lesson from the FAA’s favorite subject, Aeronautical Decision Making (ADM). Tough assignment? “Heck no,” as they say in red neck country, “Hold my beer.”
The embarrassed movie star is an easy story to pick up on. Once again, actor Harrison Ford is in the news with a flying adventure. In today’s world of smart phone cameras, it is virtually impossible to make any kind of mistake without someone catching it on video, ready to run on the 10 o’clock news. Such was the case when Mr. Ford lined up with a taxiway, as opposed to a parallel runway, at John Wayne Airport in Southern California. Ford has a large collection of aircraft (can you sense the envy?) based at the besieged Santa Monica airport, which he frequently takes out for a local flight.
Readers might recall his forced landing in a beautifully restored PT22 a couple of years ago when the engine failed (a part failure in the carburetor) while departing Santa Monica. It was generally agreed that his survival was a demonstration of remarkable flying skills under the worst of possible conditions. However, this most recent incident gave the “lying” media an excellent opportunity to come up with a story that makes yellow journalism look like Pulitzer Prize writing.
Flying into Writing: LA Photo-Shoot
By Eric McCarthy
Climbing out of Palomar (KCRQ) on the Alpha North departure, we remained relatively low as we turned north over the coastline. Cleared to change frequencies, we contacted SoCal Approach and requested VFR Flight Following for our photo mission in the LA Basin. We had several sites to photograph, the most challenging of which would be a site just south of downtown Los Angeles. I knew we’d be handed off a few times before we got to our sites, so I made sure they knew we had several sites but focused on the first and second when describing our intentions.
I’m happy to provide detailed descriptions of our proposed routing, but I didn’t want to tie up the frequency unless requested to. I also know from experience that little of my explanation would be passed on to the next controller; they’re busy and primarily want to know where we’re headed on this leg, what altitude we’ll be at over the target, when we’re “on-station,” when we’re done, and where we’re headed next. Much beyond that is superfluous.
As we approached Oceanside, the controller reminded us that R-2503A was active, so we planned our flight to be about two miles off the coast to avoid Camp Pendleton’s traffic. Approaching John Wayne (KSNA), we descended to 1,300’ to remain clear of their Class C airspace. The plan was to fly to Emmy and Eva, the two oil platforms just off the coast north of the Huntington Beach Pier, then fly over the Seal Beach VOR (SLI), and Los Alamitos AAF (KSLI) to the first target.
Upon reaching the oil platforms, SoCal requested that we continue on our “present heading” for traffic, but quickly cleared us to turn on course and transit the Los Alamitos airspace at 1,500’. Our site was about eight miles north of the airport, in an industrial park in the congested Norwalk area. I identified our site a few miles out, and we prepared for the photos. I turned over the controls to my trusty copilot, Jerry, strapped on the Nikon, opened the window, and slid the seat back. A few turns over the target, and we were off to find the LA site.
Downtown Los Angeles (Eric McCarthy)We had to stay down low to remain clear of the Class Bravo, which started at 2,000’ along our route. ATC called traffic ahead, and we spotted a police helicopter crossing our path 500’ below and a couple of miles in the distance. As we approached downtown Los Angeles, we located our next target site just a few hundred yards from the high-rise buildings towering over the city, their tops reaching to our altitude. The location provided us with a spectacular view of the great skyscrapers of the city and the Hollywood hills beyond.
At our location, the controllers turned LAX traffic from downwind to base directly overhead. We had airliners of all description passing over us as we circled the site, but the most impressive were the big Boeings and Airbuses, like this Emirates Airbus A380, turning base for runway 24R. With a takeoff weight of more than 1.2 million pounds, an overall length of 238 feet, and a wingspan of 261 feet, the double-decker A380 is a big bird, and it looks even bigger when it’s hanging, apparently motionless, a mere 1,500’ over you!
Loss of Control (LOC) needs to be Re-Examined
By Quest Richlife
Mark Twain was a stickler when it came to using the right word in the right spot for the right effect. I feel the same way about the prevalent misuse of the phrase “Loss of Control” (LOC) within the aviation community, and it should be addressed.
LOC is an inaccurate nametag for basic pilot error. This pilot error continues to be the cause of a high percentage of aircraft accidents, which occur even while there is a fully functioning human at the controls. Because of the fact that the FAA, NTSB, and others continue to use the term LOC, everyone down the line uses it too. And they do so without questioning its efficacy. But it’s not an accurate descriptor, which will help lead us to solutions for reducing accidents and fatalities in GA. To better attack this problem, we need a phrase, which tells a more complete story of what’s going on in these scenarios.
You see, pilots do more than just control the aircraft they’re flying. Yes, there are control surfaces, control systems, control cables and rods, control inputs, control pressures, and even “the controls” such as the yoke, stick and rudder pedals. But the term we should be using for the operation of those controls by the pilot is: command. That’s because from the very moment that any aircraft moves for the purpose of flight until that aircraft comes to a complete stop again, every fraction of an inch of the movement of that aircraft is COMMANDED by the pilot. If this isn’t true, then who or what IS commanding that aircraft? Is the airplane, helicopter, glider, etc. commanding itself? Do today’s aircraft really have the ability to command themselves? I’ve heard it said with tongue-in-cheek that there’s such a thing as “airplane in command” when a pilot wasn’t doing a very good job of piloting. And if it weren’t for the fact that this quip gets a chuckle from us, it could be sobering as a deadly true statement regarding ineffective piloting technique.
Opinion on Loss of Control
By Ed Downs in Response to Quest Richlife
As the primary editorial contributor to In Flight USA, an active CFI, former Exec with a major airline and seminar instructor who works with more than 300 students per year, I applaud the thoughts offered up by Quest Richlife. The fact is, this writer agrees with virtually everything Quest said, with one exception that will be address, but fears the opinions offered are tilting at the wrong windmill. I believe many in the real world of pilot training agree with the “command” concept, but the FAA does not… and the FAA is a pretty big windmill.
Flight Instructor Refresher Clinics (FIRCs) are required to present FAA-approved courses, with content carefully supervised by the FAA. Failure to use FAA safety terminology as taught in the official FAA thinking process called “Aeronautical Decision Making” (ADM) can result in de-certification of a training course. Virtually all FAA published training manuals now carry large chapters on ADM. As new technology, fully auto integrated, aircraft came into common use almost 15 years ago, the FAA concluded that basic flying skills would no longer be needed, but a process of thinking and behavior would be stressed to manage these new aircraft. And here is where Quest and this writer are forced to part way, if only by a little.
Pressurized Skyhawk?
By Eric McCarthy
There we were, climbing out of Paso Robles (KPRB) in my friend’s Cessna 172, joining our course line to the Fellows VOR (FLW). We had completed our photo mission in the Central Valley, refueled the plane at Los Banos (KLSN) and ourselves at Paso, and now it was time to head home. We contacted Oakland Center to request VFR Flight Following for the 233nm, two-hour flight back to Palomar (KCRQ).
Our course would take us over the mountain range just north of Santa Barbara on Victor 485, to OHIGH intersection where we turn east to enter the LA basin. On a calm, clear day, you can get over the coastal range safely at about 7,500’ although I usually prefer to carry extra altitude and make the crossing at 9,500’, both to escape the orographic turbulence and to provide greater glide range in case anything goes awry–those mountains are pretty rugged and unforgiving.
Passing Fellows it became clear that 9,500’ was not going to be enough to get over the cloud layer that had developed along the coast and the mountains ahead. They began as widely scattered fair-weather cotton balls and progressed to thick cumulous billows as we got closer to the mountains. Ok, up we go! Rich broke out the oxygen cannulas as we climbed through 10,000’.
Safe Landings: Controller Pilot Data Link Communications
Controller Pilot Data Link Communication Departure Clearance Services (CPDLC-DCL) is one segment of the Future Air Navigation System (FANS) that has been recently implemented in the contiguous 48 states at local Tower Data Link Service (TDLS) equipped facilities to deliver departure clearances and revised departure clearances prior to takeoff.
As any new system is implemented, some “bugs” may be expected, and CPDLC-DCL is no exception. ASRS is receiving reports suggesting that crews are experiencing problems while using CPDLC-DCL for its intended objective. The problems that are experienced point to sources from system architecture, to precise meanings of specific words and formats used in the CPDLC-DCL syntax, to basic interpretation and understanding of the CPDLC-DCL information protocols and operational procedures.
This month, CALLBACK shares reported incidents of complications that arose from the crews’ use of CPDLC-DCL to obtain departure clearances and revised departure clearances. While CPDLC-DCL offers many improvements and advantages over voice and Pre-Departure Clearance (PDC), some issues remain as we transition to this new system. As these examples may hint, ideas will emanate from the cockpit and formal solutions will be devised.
Cautious Pilot Distrusts Link
Communications
This Air Carrier Crew clarified an initial question they had about a revised departure clearance. Curiosity over the revised SID and transition that had not been “properly” LOADED resulted in a route portion that was manually loaded but not included in the clearance.
• During preflight, we received a revised clearance via CPDLC. The change was from the TRALR6.DVC to the STAAV6.DVC. I verified [the] clearance and received a full-route clearance over the radio. When the LOAD feature was selected in CPDLC, the new revised route did not LOAD into the ROUTE page properly. It still showed [the] TRALR6.DVC, but now it had a discontinuity. At this point, I had to load the route manually. When I did load the STAAV SIX, however, I failed to select the DVC transition, [so the FMC] now had point STAAV direct to LAA in the LEGS page. When we did the route verification later, during the preflight, we both failed to detect the missing transition that included the points TRALR, NICLE, and DVC.
This went unnoticed until passing point STAAV on the departure. That is when ATC queried us if we were headed to point TRALR. We indicated to ATC that we were direct LAA. He re-cleared us to TRALR to resume the departure. There was nothing significant to report for the rest of the flight.
Editorial: Student Pilots… Are You Getting Your Money’s Worth?
By Ed Downs
Yes, we start with a very open-ended question, so let’s narrow it down. “Student Pilots” come in all shapes and sizes, ranging from the newbies who are just getting into flying to advance pro’s going for type ratings in large turbojet aircraft. In fact, every pilot is, or should be, a “student” any time they are exercising the privileges of being a pilot in command. This writer has been at it for 60 years and has yet to land from any flight without having learned something from the experience. For the purpose of this discussion, let’s stick to newbies who are just getting into the art of flying and even narrow it down a bit more by talking about the cost and quality of flight instruction.
Now, you may ask, who made Ed Downs the know-it-all of flight instruction quality? Plainly stated, this writer does not claim to be the top expert in the field of instructing, but circumstances have given this writer an interesting look into the national window of what is going on, at least in the sector of flying with small, independent schools and part-time CFIs. As a long time CFI, and regular instructor for Aviation Seminars, a company that specializes in weekend training programs for a variety of written examinations and Flight Instructor Revalidation Courses (FIRCs), this writer works with hundreds of students every year. Additionally, Aviation Seminars guarantees results, providing private tutoring to those who have a tough time with written exams. That “guarantee” is, you guessed it, this writer.
Editorial: The “Flying Season” and Safety
By Ed Downs
Okay, not an exciting title, but give it chance. There really is a “Flying Season.” Logically, it takes place between May and October, obviously due to improved weather vacation travel. Generally, up to 70 percent of the flying hours flown during a year occur during these months, and the same percentage applies to revenues earned by aviation- related businesses. Regrettably, the NTSB and FAA also have to gear up, as accident rates increase with activity. No magic to those stats, more planes, more pilots, more accidents. So let’s see if there are any lessons from the past or new programs that might reduce this predictable trend.
The FAA came to an interesting conclusion early in this century. New technology airplanes were hitting the market, advanced GPS-based navigation systems came into play, and auto-flight control systems became increasingly sophisticated. This trend has accelerated. Many students learning to fly today begin their experience in planes like the Cirrus and new Cessna, which are fully decked out with advanced, integrated auto-flight and navigation systems.
What's Up:
I know I get credit for more than my share of headaches bending your ears over my favorite subject; “No more third class medical.” I’ve shortened the words for space reasons, but I had little or no support from many of you that it might actually happen. Well, if I were a bettingman,who come to think of it I am, I believe it’s going to happen.
If you know me, you’ve probably heard me use the words, “Pilots have no common sense!” Well, in the end, I am going to be right; we just don’t have too much common sense, and I wish we had more, heck, I’d be happy if we just had some.
Keep your logbooks crossed that I’m right on this one … I have to be. It just makes good common sense.
Editorial: Something Has Changed
By Ed Downs
Another birthday, another reason to reflect. This writer and his twin brother have made it through another year with an evening spent with family, giving “the twins” a chance to reflect on careers in aviation that span 60 years. Yes, twins often have much in common and our choice of careers certainly points that out. While considerably beyond a traditional retirement age, this writer and his brother, Earl, continue to fly as active CFIs, work in the aviation industry, and deal heavily in subjects relating to flight safety, training, the promotion of recreational flying, and the future of general aviation through a direct interface with the FAA and government. As the evening’s musings of past adventures turned to reflecting upon “the good old days,” we realized that both of us were concluding that, “something has changed.”
Recreational flying is certainly not what it was 50 or 60 years ago. Expense has gone up dramatically, and the technological sophistication of GA airplanes, even old planes that have been retrofitted with modern avionics, is absolutely amazing. Having started flight training in the mid 1950s, we concluded that much has improved since we first flew in an Aeronca Champ with a wind driven generator and a two channel, low frequency radio. Mind you, that was considered to be a well-equipped trainer, being flown from busy Van Nuys Airport in Southern California. The training was rigorous, with maneuvers like 720 steep turns, spins, accelerated (and aggravated) stalls, and steep spiral descents all included in the CAA approved curriculum. No training flight was conducted without a simulated engine failure, frequently followed with a landing to a full stop. Of course, almost all private training done in this timeframe used planes like Champs, Cubs, T-crafts and other tail draggers, so both full stall and wheel landings were the order of the day.
Almost There
By Evan Isenstein-Brand
The engine starved and sputtered to a halt in my shaky hands. After several practice laps in the pattern, my instructor gave me a final handshake before neatly buckling his seatbelt across the seat and trotting over to join the crowd. I entered my focus mode, carefully examining my checklist before starting the engine again and receiving permission from the sympathetic tower operator to taxi out to the ramp.
Just like I had done dozens of times before, I made sure the plane was fit to fly and promptly received clearance to take off. The conditions were beautiful: little wind, few clouds in the sky, and only several other aircraft around the airport. It was the 4th of July. Of course the conditions were perfect.
What's Up: With A Very Heavy Weaker Heart Here I GO!
By Larry Shapiro
Hey Lar, have an accident? “No thanks, I just had one.”
I know, I know bad joke… But there are many lessons to be learned and shared here, and I have a chance to use some of my old faithful bad jokes to tell my story.
Since I’m running out of money, send me a dollar and a note reminding me how many times you’ve heard me say, “Pilots have no common sense, and I think it doesn’t exist in General Aviation.” Then I could buy that house in the country I always wanted.
Because I am in the middle of what some of you might call a legal situation, I’d call it an inconvenience or a contribution to my lawyer’s retirement fund. I’ve been told anything I write could be used against me… hummm, the truth could be used against me… what an interesting concept.
Safe Landings: February 2015
The Hazards of Confirmation Bias in Aviation
By Shanon Kern
A wise pilot once told me, “If you’re planning to fly somewhere, be ready to drive.” At the time, I didn’t fully understand the relevance of this statement. In my inexperienced student pilot mind, I believed that I would be able to plan a vacation, reserve the plane months in advance, and fly to my intended destination. I was unaware that in order for a scenario like this to work out, a lot of external factors would have to fall perfectly in place.
According to the NTSB database, in 2013 there were a total of 49 part 91, aviation related accidents where instrument meteorological conditions (IMC) prevailed. As I searched through the database and read the weather reports, I was left wondering why a pilot would choose to fly in such adverse weather conditions? After reading several factual NTSB reports, a pattern started to develop. The majority of the flights were not VFR flights into IMC conditions. They were cross-country flights where the weather was questionable, at best, from the start.