You might get in but will you get out?

This guy didnt even make it in!

This guy didnt even make it in!

From GASIL:

Wet grass
SafetySense leaflet 7, “Aeroplane performance”, available like all such leaflets free for download from

http://www.caa.co.uk/docs/33/ga_srg_09webSSL07.pdf

draws attention to the reduction in acceleration on take-off, and also to the additional ground run required to stop after landing if the surface of the runway is short wet grass. Many pilots have discovered that the increase of up to 60% quoted is no exaggeration. If longer grass is wet, there is also the potential for the propeller to spray water onto the wings during the taxi and take-off phases. Certain aircraft types are known to suffer a notable loss of performance with wet wings. However, as the pilot of a Musketeer apparently found recently, the hazards of wet grass are not restricted to the decrease in take-off and landing performance. It seems that having gathered speed during a downhill taxi, when the pilot attempted to slow down and turn on the wet grass, the aircraft slid sideways into a hedge, causing damage to the wing, fuselage and tail. It is important to consider the effects on our flight of all the environmental conditions we are likely to experience on a particular day, and make appropriate allowances.

From JP

We were recently reminded when flying from a local grass field just how limiting wet grass that’s a touch long can be. We watched the farmer spend a couple of hours cutting the taxyway grass but he completely ignored the runway! Before TO we walked part of the runway to see the state of the grass, I wouldn’t have wanted it to have been any longer and any wetter and as it was our departure wasn’t achieved with loads of room to spare and proved that the time we spent calculating everything carefully with the inclusion of recommended safety factors was time well spent. The two bits we didn’t get right however were that, the farmer said the grass was OK when we phoned for PPO but on inspection after landing it was longer than it should have been, in my book anyway, and the other often forgotten trap was that the grass was DEW LADEN and it stayed like that all through the day. If we had done what many pilots do and not allow any factoring I think our departure would have been very interesting and a touch ‘agricultural’ to say the least.

Always consider that its not just getting into the field that counts, you generally have to get out again too and that will take more distance. If you do not believe me consider the Air India Constellation that landed at RAF Northolt instead of Heathrow, by mistake, great landing but they had to take it out in several pieces on the back of  a couple of lorries!

For information on factoring see the CAA Safety Sense Leaflet

www.caa.co.uk/safetysense,

Always consider: Work out the factored calculation to get out before you consider going in(unless you are going to leave the aircraft there for good). If you can get out on the runway you will get in on it(unless conditions change in the meantime or there are slope issues)

Once I thought I was indecisive but now I am not so sure

CAA tell us:

A CAA study examined 166 fatal accidents to UK light aircraft. That review was published as CAP  667  ‘Review of General Aviation Fatal  Accidents 1985–1994’, and this highlights some of the points made. Most accidents are the result of the pilot’s actions. This includes their skill level and, most important of all, the decisions that they make

Misunderstood by most instructors at all levels is that it’s the ability of a pilot to make good sound decisions that ensures the safety of the flight.

20 knots overspeed at 200 feet on the approach doesn’t kill you, its the decision you make in the next 200 feet that will prolong or shorten your life.

Decision making is a skill and like all skills it can be taught and practiced.

A good start is to read this from the FAA:

http://www.faa.gov/library/manuals/aviation/pilot_handbook/media/phak%20-%20chapter%2017.pdf

AIRMANSHIP – just what actually is it?

I was at a seminar with 28 very experienced instructors last summer and the speaker asked someone to define AIRMANSHIP, no one volunteered, perhaps they were all shy just like me! The definition I have always used is:

Airmanship is to take the safest course of action in any given set of circumstances

Airmanship separates the superior pilot from the average pilot but its not just about experience and ‘hands on’ flying skills but also consistent wise decision making based on knowledge of yourself, the aircraft and its systems and the environment you are flying in.

■ Effective airmanship seems to be highly related to a good level of experience.

■ There are a number of models of airmanship, but all agree that judgement, control and discipline underpin effective airmanship.

■ Airmanship can be improved by a dedication to self-improvement.

The EASA (pause for laughter) definition of airmanship is:

THE CONSISTENT USE OF GOOD JUDGEMENT AND WELL DEVELOPED KNOWLEDGE, SKILLS AND ATTITUDES TO ACCOMPLISH FLIGHT OBJECTIVES

We cannot consider airmanship today without also considering , Threat & Error Management (TEM) and Situational Awareness (SA). Unfortunately although both of these aspects of airmanship are supposed to be part of the PPL syllabus they tend to get overlooked, mainly because they have evolved directly from airline training and are thus seen as not being relevant to PPL leisure pilots. Nothing could be further from reality, in fact TEM and SA are more relevant to PPL flying because it is this arena that most pilots have the least amount of hands on skill and recency and need the SA & TEM safety net even more.

More about SA & TEM soon

Safe flying