The rash of fatal aircraft accidents in Alaska this summer should have everyone in aviation concerned. There has been bad weather much of the summer, and most of the accidents have occurred in poor visibility conditions. But is it the weather causing the accidents? I don't think so. Weather has rarely flown into an aircraft; rather it is the other way around. The aircraft flies into bad weather.
Fishing and hunting lodges, Part 135 charter operators and guides are often under a great deal of pressure to get their guests, passengers or sportspersons out to fishing or hunting locations and then back to the comfort of warm and dry surroundings. People who spend thousands of dollars for their outdoors experience don't wish to wait around, and the owners of these businesses want to get them out to fish and hunt. However it is the pilot who ultimately makes the decision if weather is good enough to fly or to go "take a look."
Sometimes, in order to not take another trip, planes get overloaded. Pilots in Alaska are required to carry emergency equipment when flying in remote areas. Many years ago, Alaskan pilots were permitted to fly slightly overweight to accommodate this requirement. Not so anymore. An overloaded aircraft can become unstable and in some cases when grossly overloaded simply cannot fly out of ground affect. This occurred with a Cessna 206 that attempted a takeoff from Merrill Field earlier this summer. 206's are wonderful load haulers, but this one was simply so heavy it could not climb and crashed, killing one person.
Pilots are sometimes under subtle but serious pressure to fly in bad weather and to load up the aircraft to avoid a second flight. If a pilot balks too many times, there will always be another who is willing to chance it. And, because they make it most of the time, there is more and more tendency to give it a try. Flight in uncontrolled airspace generally cannot occur unless there is a minimum of one mile visibility and the aircraft can be flown clear of the clouds. In areas near airports or well traveled air routes, the requirements increase to three miles and a 1,000-foot ceiling. A mile visibility is not much when flying in mountainous of unfamiliar terrain. A pilot can get distracted or disoriented quickly and bad things can happen in a hurry. Trouble is, most passengers are unaware of the risks or sometimes too timid to inquire about them.
A few things could be done to help.
First pilots could simply take a stand and refuse to fly overweight or in bad weather. Their employers could adopt a strict no-go policy and put no pressure, however subtle, on pilots. Thankfully, a majority of lodges and operators do not pressure their pilots to fly. But some do. They should stop.
Passengers have a responsibility also, no matter what their flying experience. If the weather looks bad or it seems an aircraft is being heavily loaded, a passenger should ask the pilot or the operator about those concerns. Ask how much weight can the plane legally carry. Or ask just what is the lowest legal visibility for flying.
My wife and I have refused to fly as passengers when we felt the conditions involved too much of a risk. And we never regretted our decision even when it caused delay or additional expense. Inquiries of this nature will get someone's attention, you can be sure.
If these concerns cause a canceled flight, there will be inconvenience and perhaps some accompanying cost. However, wise airmen often say "it is much better to be down here wishing you were up there than to be up there wishing you were down here." If voluntary restraint by those who make these important decisions does not occur, then we should not be surprised if the Federal Aviation Administration takes regulatory action to restrict flights and makes it more difficult for all of us in general aviation.
Karl Johnstone has been flying in Alaska since 1968 and has over 7,500 hours in single and multi engine land and sea aircraft with rotorcraft and instrument ratings. He is also a retired Superior Court Judge.
By KARL JOHNSTONE