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assigned altitude. The distraction, although momentary,
diverted attention from the task at hand. In hindsight it
would have been prudent to emphasize to the Captain the
need for him to fly the airplane, before I got out of the
loop with a call that we thought was of an emergency
nature. I’m not positive this would have prevented our
situation, but it may have been a good reminder of the
priority of our tasks.
From the Captain’s report on the same incident:
We were busy as we entered the holding pattern, so I
decided to enter a “ballpark” holding speed versus looking
one up. The ballpark speed (Vref +20) works in most
situations, but not this one. Lesson learned— fly the
airplane
Forgetting to fly the airplane is not a problem restricted
to air carrier pilots using sophisticated autoflight
systems. In the following reports, unexpected events
distracted pilots from flying a BE35, a Mooney, and a
C172 respectively.
Private Lessons
Airline Loops

I was on an IFR flight…when the cabin door opened
about two inches, the passenger shoulder harness flew out,
and the buckle began banging against the rear window. I
attempted to retrieve the harness and close the door. When
I turned back to the controls, the airplane was in an
unusual attitude and 2,000 feet below the assigned
Fly the Airplane!
altitude. I recovered and proceeded to [destination]
uneventfully. I learned a number of lessons, but most
importantly, fly the airplane first!

I departed on an IFR flight plan and was cleared on
course to 6,000 feet (final altitude). I leveled at 6,000 feet,
and completed the post climb/cruise checklist when the
Master Caution illuminated. The caution panel indicated
a low voltage alarm then the alarm cleared and the
ammeter was normal. Approximately three minutes later,
the symptoms reappeared and remained. I was in visual
conditions. I contacted ATC and advised that I needed to
return to the airport immediately. I decided to declare an
emergency. ATC responded with a clearance from present
position direct. I turned the heading bug to the new
heading…and began the emergency checklist. At some
point, I inadvertently disengaged altitude hold and
allowed the aircraft to descend to 5,000 feet. I didn’t notice
it until approach control inquired about my altitude, then
cleared me to maintain 5,000 feet. I was cleared for the
VOR approach which was uneventful.
Basically, the reason for this report is that I failed to do
what I drill into my students– fly the airplane... first,
last, and always. I was engrossed in the checklist and
didn’t notice altitude hold was no longer engaged until
ATC questioned me. I devoted undue attention to a
(relatively) minor problem to the exclusion of commanding
the flight.

We were on the Localizer 15 approach…with an 800
foot ceiling. Approach control cleared us for the approach,
but did not hand us off to the tower. I became distracted
trying to raise approach on the radio and then trying to
call the tower directly. I focused on the radio and forgot to
monitor my altitude. My safety pilot finally pointed out
that I was at 400 feet (about 150 feet below the MDA) and
descending rapidly. Fortunately, we had broken out of the
clouds and had the field in sight, so I immediately climbed
to a safe altitude and completed the approach and
landing. If there hadn’t been a second pilot aboard to
monitor the approach, I might have flown a perfectly good
airplane right into the ground. I forgot a fundamental rule
of instrument flying: first you aviate (you fly the
airplane), then you navigate. Only then do you try to
communicate. I allowed myself to get distracted over
something that was not important. I should have either
continued the approach, treating it as a “lost comm.”
situation, or better yet, asked the second pilot to try to
straighten out the handoff with approach. Not only did I
become distracted, but I also failed to use all the resources
at my disposal. I hope I learned a lesson today because I’m
lucky to be alive!
Corporate Climb
Confronted with multiple system failure messages, this
G5 crew forgot lesson one, fly the airplane.

I was the First Officer, pilot not flying, on an IFR
repositioning flight. We were talking with…Center
and…as we passed through FL180 and changed our
altimeters to 29.92, we began getting failure messages on
our message screen. The first message was ADC #1 Fail
followed by numerous other messages which were
　
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