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Pilot error accounts for the vast majority of aviation accidents. In 2013 alone, pilot error was involved in 87 percent of all civil aircraft accidents and fatal incidents. Learn more about accident reports from Airlinesafety.com two crash investigators discuss how search accident reports can help pilots avoid making similar mistakes .

- accident reports from Airlinesafety.com

- crash investigator's discussion on how to find a specific report by key word(s) or phrases (i.e., "pilot error")

- that pilot error is involved in at least 87% of all civil aircraft accidents and fatal incidents in 2013

- Aviation Accidents  and Fatal Incidents for Civil Aircraft 2013 Year End Review Report from Airlinesafety.com

- article about an accident report on  Airlinesafety.com  in which two crash investigators discuss how to find a specific accident report by using key words or phrases, i.e., "pilot error" (the phrase is underlined)

* - the author of the article "accident reports" is not listed on the website that hosts it, so this information cannot be verified . *

See what Wikipedia says about this: https://en.wikipedia.org/wiki/Wikipedia_talk:Manual_of_Style/Lead_section#Accident_reports See also more tips on writing better articles : https://www.umcsevenumfoundation.nl/wp-content/uploads/2011/02/How-to-write-a-report.pdf (by the United Methodist Church Sevenum Foundation)

*Please note that this article was originally posted on www.airlinesafety.com and only the first paragraph of it is here, to give you an idea of what to expect if you click on the link; however, it contains no additional information not already stated in the excerpts provided here. The website hosting this original article also contains advertisements and popups.*

Written by: Sean McNichol on 23 September 2015. __________________________________________________________ Article #4:

Article Title: How And Why To Make A Postmortem Report After An Accident Or Incident For A Student Pilot

Author : Noel J Gardiner

Published date: November 2010

Summary/Abstract : This article discusses the importance of making a postmortem report after an accident or incident for a student pilot, and some things to consider when doing so. [Excerpts]

- The main point in writing any accident / incident report is that you are telling an accurate story. Therefore it's important not to exaggerate or minimize what happened. For example, if you experienced "loss of control" on final approach due to an incorrect technique but managed to save the aircraft, don't state categorically that you had a loss of control! [...] this actually happened on one occasion when the wording was changed by someone else before the PC flew with me - came back saying that I'd lost control and had a major accident.

- A postmortem can be of immense value to both you and your instructor. Your instructor will already know the outcome; what he or she doesn't know is how you reached that outcome, which is why an honest assessment of what happened (and why) is necessary .

- Also, you'd be surprised at how many students who have just finished their PPL course are not aware that they need to submit an incident / accident report! Some even say "oh, I didn't know I needed to do that - it wasn't written down anywhere". Obviously this reflects badly on the school, but it's also very unfair for the instructor if there has been no follow up by management as to exactly what is expected of the instructor.

- A good postmortem will also contain what is usually known as "lessons learned" - that is, putting into words exactly what has been learned by both you and your CFI from this experience . [...] This allows you to learn more quickly from your mistakes, and also helps your CFI determine if there are further aspects of instruction that need to be covered. When I conduct seminars on safety around airports, one area I always cover is cross-country flying at night over unfamiliar territory. Having completed a number of these myself in the early years before becoming an instructor, I know just how easy it is to get into trouble! However, when I now ask for examples of uncontrolled airports within 15nm of our home base, I get a pretty good idea which students have been doing the practice flights!

- The postmortem report should be completed as soon after the accident or incident as possible. Don't wait until the next day - you'll probably have forgotten what happened! Keep a notebook and pen handy in case you need to jot down any thoughts while they're still fresh in your mind. Once again, this is another area where it's all too easy to neglect what may seem at the time like unnecessary paperwork when you're burning with impatience to get flying again (and keep your insurance payouts low), but that little bit of effort will be far outweighed by its benefits when compared with writing it up later .Article end]

If you want to use this article (or parts of it) for any reason, you don't need permission. But please give credit where credit is due - either to this site or to the author himself! Thanks in advance :-)

*Noel J Gardiner's name was incorrectly attributed to the original article by accident; it's actually written by Sean McNichol (who has given permission to publish his work on this blog). Sorry for any confusion this may have caused.

Photo credits: fdecomite , flickr.com/photos/fdecomite/29495993843/sizes/l . Licensed under Creative Commons Attribution 2.0 via Wikimedia Commons -  https://commons.wikimedia.org/wiki/File:Night_Cross-Country.jpg#/media/File:Night_Cross-Country.jpg .

***All articles on this blog were written and (unless otherwise stated) are owned by Noel J Gardiner. Copyright covers all publications; if you want to reproduce or distribute them, please contact me at noeljgardiner@gmail.com for more information - thanks! :-) ****This article is also available as a leaflet from the CAA here .

(c) VNC January 2014

For more info about flying with night vision go to http://www.docstoc.com/docs/167487380/Loss-Of-Control---Noted-for-the-Record! For more info about night vision go to http://www.docstoc.com/docs/167487380/Loss-Of-Control---Noted-for-the-Record!

Accidents and Incidents Reported On or Near the 1st of January 2014 a helicopter was reported missing by a member of the public who witnessed it flying at low level in foggy conditions; investigation revealed that the pilot had confusion over position and altitude which resulted in him flying into the ground; this accident led to work on aircrew tracking devices which can determine position even if radar cannot (1*) (* these navigation aids are not required under regulations). A light aircraft lost power during climb out after takeoff; despite making best use of glide distance available, the aircraft hit the runway hard causing extensive damage (2*). A light aircraft was on a ferry flight to join an air display; after some problems with starting the engine, it took off without clearance; almost at once, the engine stopped and there was not enough height for recovery; hence this accident (3*) (* required equipment that is not required under regulations) . After taking of in normal daylight conditions, two pilots became disorientated due to lack of horizon reference whilst maneuvering their individual aircrafts too close to each other; they both attempted to use radio communications which did not work until one of them broke away. The third pilot had already called for help on guard channel but used traditional means of warning all others failed (4*). A microlight pilot got lost in fog and had to land on a recently ploughed field; the aircraft nosed over but was undamaged (5*) (* mandatory equipment not carried or required under regulations). An ultralight pilot made an unapproved takeoff with no attempt at radio contact resulting in his flying far away until he hit electric power lines (6*).

A balloon was operating near St Athan airfield which is home to large military helicopter activity; the crew of one of these helicopters spotted another balloon close-by that they reported as being directly in their flight path. The call was heard by this balloon crew who immediately, according to plan, moved across the lane ahead of them. Unfortunately it appears that both pilots misjudged the other's speed and distance which led to a collision (7*) (* required equipment that is not required under regulations).

A fire engine responding to an emergency call found itself on the same road as another car; there was no means of avoiding collision with significant loss of life (8*).

An ultralight aircraft hit overhead power lines at low level causing damage but no serious injuries due to reciprocating internal combustion engine stopping quickly. The pilot stated he was unaware of this risk, though it should have been obvious to him, being so close to power lines crossing the airfield circuit. He had taken off without clearance from his instructor who denied ever having any knowledge that this flight was planned. Investigation showed that there were two different altimeter settings in the aircraft which led to a height misjudgment in the accident (9*).

A pair of paragliders collided, one crashing into high tension wires and dying; this was down to both pilots losing sight of each other (11*) (* required equipment that is not required under regulations. A microlight aircraft took off without clearance; video footage showed it flying low over buildings before stalling during forced landing resulting in its hitting an obstacle (12*). Accident Prone Airfields: These are based upon the number of accidents reported for 2013 with 'unknown flight hours' or where flight hours were not available on http://www.kcaeroclub.co.uk/database/35574575-Accidents_Reported.html

The helicopter pilot stated that he did not see the other aircraft in time to avoid it; on checking post-accident, this was found to be unserviceable at impact due to running on empty tank (15*) (* required equipment that is not required under regulations). A small aircraft was flying over an airfield when another engine stopped and forced forced a landing onto a road away from buildings resulting in slight damage (18*) (* mandatory equipment not carried or required under regulations).

A microlight pilot took off without getting clearance and flew his aircraft around local area before crashing into trees and suffering fatal injuries (20*) (* mandatory equipment not carried or required under regulations) . An early morning takeoff by two ultralight aircraft from a private airfield without permission led to a collision resulting in one aircraft stalling and crashing (21*) (* mandatory equipment not carried or required under regulations).

An ultralight took off without clearance requiring another aircraft on approach to make an emergency landing; the two pilots involved exchanged information after the event, with no blame going to either (22*) (* required equipment that is not required under regulations). A light aircraft was carrying out circuits when it failed to complete its climb before descending into trees despite radio calls for him to pull up; the pilot died of injuries sustained in crash (26*) (* required equipment that is not required under regulations) . A paraglider remained too low and attempted forced landing onto road beneath but hit high tension wires; unable to release himself, he was found dead later (27*).

Two hang gliders took off without permission and collided in mid-air resulting in one crashing into houses with fatal injuries (29*) (* required equipment that is not required under regulations). Collision between two paragliders occurred after they failed to climb up high enough to avoid each other because of lack of wind; both sustained serious injuries (30*) (* required equipment that is not required under regulations) . Two microlight aircraft were flying near city centre when collision occurred due to neither pilot seeing the other aircraft until too late, even though both tried calling out on radio - one crash landed onto building with no injury but damage covered £75k. The other crashed into a river and pilot drowned after suffering head injury in impact despite wearing a helmet (31*) (* required equipment that is not required under regulations) .

Two aircraft, one ultralight and another microlight, failed to see each other due to lack of TCAS and were dangerously close when they issued Mayday calls; both landed without further incident (33*).

A pair of paragliders collided during descent onto ski slope because of lack of visual lookout/clarity of vision; both sustained serious injuries (34*) (* required equipment that is not required under regulations) . A powered hang glider was caught by wind gust while flying through clouds resulting in its striking terrain with fatal injuries for the pilot (35*).

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