An Aerobatics Crash . . . and thoughts about Missions, Hardware and Risk

The tragic death this weekend of former national unlimited aerobatics champion and International Aerobatic Club president Vicki Cruse hit the aerobatics community hard. Cruse was killed during a practice flight at the World Aerobatic Championships in England when her Zivko Edge 540 crashed.

Even for a segment of aviation, competition aerobatics, that lives within the penumbra of tragedy, Cruse's death hit hard, in part because she was meticulous about her preparation and she was at the top of her game, looking forward to a chance to realize her dream of winning a world aerobatics championship. The crash came out of nowhere and seemed to defy explanation. When such a tragedy strikes, it's natural to think, "It couldn't happen to me." But in this case, the opposite conclusion is the more natural one. It seemed as though it could have happened to any aerobatic pilot.

In terms of raw statistics, the accident was not a surprise. Like flying in general, aerobatics are inherently risky, only much more so. The margins of safety in aerobatic flight are slim, and the machines, and their pilots, are pushed to their limits on each and every flight. A friend who is an aerobatic pilot once told me that her RRolodex is sprinkled with the business cards of colleagues who are no longer with us. It's the cruel nature of the game.

What can we run-of-the-mill pilots take away from the tragedy?

For one thing, we can take some solace in the fact that what we do is a great deal less risky--I won't say "safer"--than what aerobatics pilots do. Your chances of dying in a Cessna 172 on a typical short transportation flight are very slim when compared to the risk of doing inverted flat spins at 1,000 feet agl. And to some degree, the more proficient a pilot you are and the safer you fly, the lower your risk.

But it's important, I think, to remember that our risk is closely tied not only to how we train and fly but to what we fly and for what missions. That same 172, with its one engine, one pilot and single-string systems, will never be as safe as a Cessna Citation with two of everything, especially since those things, like engines and pilots and so forth, are stronger and more reliable than the systems in the single.

And the missions are, likewise, different. There is in corporate and airline flying very little guesswork involved in how the flight will go. Occasionally there will be a deviation ten degrees right or left for weather, or in extreme cases, a diversion to a different landing field. But the rule in flying jets is predictability. When you know what you're going to be doing and how you're going to be doing it---because you've done it many times before--the chances of something going wrong are much, much lower.

In my flying that's not the case. When I head from Austin to Duluth in my PlaneSmart SR22, let's say, there are a great number of variables. I'm a single pilot, so there's no backup there. The SR22 has one engine. No backup there either. Weather affects a light single a great deal more than it does a twinjet, so there's increased risk there. And the fact that I've flown the route five times, instead of 50, makes it less predictable, meaning, again, more risk.

Vicki Cruse, like each and every one of her colleagues, knew that what she was doing was risky. But for her, the rewards outweighed--greatly outweighed--the risks.

And that's the same calculus we as pilots are all faced with. What we fly, on what missions and how we approach that flying all has to be calculated into our risk assessment. Thinking that somehow your high level of flying skill exempts you from risk is an adolescent attitude, or worse.

Minimizing those risks, by rejecting hazardous missions and by being honest with yourself about your limitations, and those of your airplane, are smart, realistic and the best way to tip the risk equation in your favor.

Comments

[Philip]

What a great article - and so well written. We as pilots do take a risk every time we climb in the cockpit. But I would not do it without making sure I had done everything I could possibly do to make my flight successful and safe.

My wife and I fly to see her parents quite a bit - and each time we return from our trip, I always look at her and say, "Okay, now for the most dangerous part of the trip. Driving home."

[Mike Howell]

Vicki lived a life most would love to have the opportunity to live. She had skill, celebrity, success,and was admired by her peers. She lived a life of adventure beyond all dreams. The inherant risk was a small price to pay. Today I pay homage to a life well lived. Follow your dreams. God bless

[Barbara Harris-Para]

As a fellow Ninety-Nine the organization will miss her but she did what she enjoyed the most and died doing it. I am sure we all can't fault her in her ambitions For her family take comfort in her quest to be the best in her field.

Barbara Harris-Para

[Ray Kalil]

The last sentence of this article, "Minimizing those risks, by rejecting hazardous missions and by being honest with yourself about your limitations, and those of your airplane . . ," should be permanently posted on the instrument panel of our airplanes. Excellent article, superb message. Our thoughts and prayers for Vicki Cruse.

[Bob Lauttman]

Vicki's death is truely a great loss to the aviation community.
However, she left this life doing what she loved through the commitment to excellence. As a pilot, I am aware that the risks that we take do not outweigh our desires to leave our earthly bounds. To me, this is a privelege, unto itself. I dream of looping, spinning and rolling through the sky freely. I've done the loop in a glider and it was fantastic. She was on the cutting edge of flying and demonstrated the fine line that is sometimes crossed when a pilot and the aircraft push the envelope to the extreme. Godspeed Vicki.

[Ron H.]

Personally I'm not a fan of articles that plaster the word "risk" all over it in relation to flying. Done right there is much less risk in flying than most other things ground mortals face every single day. Vicky didn't strap into her Edge thinking this might be the day. She knew what she was doing. She flew with extreme ability. Let's see what happened before daggering the wonderful experience of flight with risk. It was a great pleasure to get to know you over the years Vicky. Well done lady.
Ron

[Rebecca]

Well said. I have a student who tells her nervous family, "I'm not trying to die, I'm trying to really LIVE."

[Frank C]

If all our single engine planes had the ballistic parachute like the Cirrus, it would save lives. Why doesn't the industry promote this awesome add-on? Even Cirrus has stopped highlighting their 'chutes! WE ALL SHOULD HAVE ONE.

[Steve Brady]

A nice article. I point out that Flying has done articles contradicting the notion that "two of everything" improves safety, at least in light twins. Comparing a 172 to a corporat jet perhaps the argument holds, but private pilots in piston twins have not done well with one-engine-out emergencies. I think the biggest contributers to the worse accident statistics for private pilots in light planes versus corporate or airline pilots in jets are differences in proficiency and procedures (which the author points out), not lack of redundancy in equipment.

[Peter K]

I disliked this article and found it melodramtatic and dark. It had one good oint at the end and did generate some excellent rational comments on the issue from the posts. When you get into your car, you assume a certain amount of risk - it could be minute, but it could be your day... flying is no different, it's just less forgiving when things do go wrong.

I think to dwell on the perceived negatives is a denial of the right way to live - Vicki's life's message. Tragic - no - like it or not we will all die, but to have lived your life well is what it is about. Quality - not quantity. Well done Vicki - thank you for being an extraordinary role model!

[Tom S.]

I am sorry to hear about vicki's tradegy.
I'm glad that in your comments about risk you stated "And to some degree, the more proficient a pilot you are and the safer you fly, the lower your risk" because it's true. But we must always remember that as pilot in command, it must be true for each and every flight we make.

[Ken Vorisek]

Flying scares me, yes I am a single engine, private pilot of over 30 years. I read all the time about the "Risks", the "Dangers", and I think about the many friends and people who have died flying. How large are the risks? I really don't know or understand them all. Every time I plan a flight or get into the cockpit the apprehension is there, at times it stops me from making the flight. I cannot shake the thought that this may be the time that things go wrong and I am killed. Morbid thinking? Paranoid thinking? Perhaps. But, in my mind it is the reality of flying and the risks are real wether I understand the full depth of them or not.

I continuously strive to keep current and improve my skills, I work hard to recognize and manage risks. Yes, my day may come, but each time I park the plane after a successful flight over Alaska's vast wilderness I know that, at least for that flight, the rewards outweighed the risks. Had the flight's outcome been different the reward vs. risk may not have been worth it. I cannot help but think that Vicki understood her risks, prepared well, took her chances, and may not have changed a thing, but, in the end a sad lose indeed.

[Russell McCrackin]

I agree that there is some risk in aerobatics, but I came closer to dying regularly while flying as a CFIA. Maybe my method of letting the student try to get out of trouble until I had to take over to save my own life was risky, but it sure helped students learn how to overcome difficulties. I finally quit Primary Pilot instruction and specialized in Aerobatic instruction, which I called Precision Flying in Unusual Attitudes. I still think Primary Pilots should be instructed in spins, like we were back in 1945.