Four Aviation Myths Exposed

by Rich Stowell

The numbers cited in myths 1 and 3 may seem contrary to what you've been led to believe; however, I've included their sources for your reference. The rest of it relies on common sense:

Myth 1. "The most dangerous part of flying is the drive to the airport."

This is a cute old saw, but it's patently false. No matter how hard we in the aviation community try to sugar coat the risks involved in general aviation, we cannot escape the FACT that flying, like many other sports, is inherently a higher risk activity. In truth, general aviation flying carries with it almost 10 times the risk of fatality compared to being in an automobile. We can work to reduce our accident exposure first by acknowledging that the risk exists, then by addressing it through the exercise of good judgment and through the commitment to continued training. (Source: Statistical Analysis of General Aviation Stall Spin Accidents by Brent W. Silver, SAE Paper 760480, 1976.)

Myth 2. "The training requirements outlined in the FAR's are good enough."

They are "good enough", perhaps, to reward us with a pilot certificate or rating. However, the FAR's are nothing more than MINIMUM ACCEPTABLE STANDARDS. Even though acquiring a new certificate or rating takes hard work and dedication, we enter the ranks minimally trained nonetheless. The challenge is to rise above the level of the lowest common denominator, not to wallow there (or worse, to slide backwards) by doing the bare minimum to stay current. Reread the first myth!

Myth 3. "I don't need spin training, the current standard is adequate."

The current "stall/spin awareness" standard is certainly better than the "stall avoidance" standard phased out in 1991, but is it really enough to be safe? The debate over spin training has been hot and heavy for many years, fueled more by emotion than reason. Are you aware that an FAA-funded study showed unequivocally that just 30 minutes of the right kind of spin training reduced the accidental spin rate of the test group to ZERO? In other words, no one in this test group fell prey to an accidental spin during the evaluation flight administered after the spin training. Reread the first myth! (Source: General Aviation Pilot Stall Awareness Training Study by William C. Hoffman and Walter M. Hollister, U.S. DOT, FAA, 1980.)

Myth 4. "I don't need a specialist, all instructors are equal."

Do you apply the same reasoning when it's time to select a doctor or an attorney? Does it matter to you if your instructor is an experienced professional, or a brand new, "I'm on my way to the airlines soon" instructor? Are you aware that applicants only have to do a couple of one-turn spins as part of their CFI training? Does your instructor regularly perform multiple turn spins, aggravated spins, inverted spins, accelerated spins? Considering the myths discussed above, shouldn't you invest some time matching the right instructor to the mission? Reread the first myth!

Rich Stowell -- P.O. Box 4597 -- Ventura, CA 93007
phone 1-800-869-6627, 805-525-2037 -- fax 805-525-0877 -- e-mail rich@richstowell.com