On a hot, mosquito-laden summer night in July of 1969, we had taken the liberty of renting a black-and-white television, which we perched on a small table in the larger front room of the trailer. We dined on our usual Swanson TV dinners warmed up in the toaster oven, and spent some time fiddling with the rabbit ears to get a good signal before we settled down to listen to Walter Cronkite, Wally Schirra and the crowd down at the Cape. It was going to be quite a night.
On two recent occasions, I have spent my day staring down FAR 121.613. Both cases required a more in-depth study of the day’s weather than a simple scan of the TAF. Regardless of which part of the FARs you are operating under, the area forecast discussions put out by local forecasters are incredibly valuable when preparing for a day’s flying. They will give you the feel of a personal briefing.
Following uncontrolled collisions with the ground, hard landings are the second most prevalent outcome attributable to structural icing. Unlike the uncontrolled collision data, hard landing events are generally well documented; almost no one is fatally injured, and the sequence of events and aircraft response is pretty easy to map out. This set of data may give us a window into an obscure and overlooked aspect of aerodynamic icing… drag rise as a function of angle of attack.
I attempted a turn away from the ridge, probably induced an accelerated stall at some point, and we hit the trees. We spent about 43 hours in the woods on the side of Johnson Mountain. My friend passed away sometime during that period. I had no survival gear whatsoever. I had no flight plan. No one knew where I was. I did have an ELT, and it saved my life.