DISTRACTION-it could kill you!

distraction looks like this
This is what distraction can cause!

The NTSB blamed pilot error for the crash of NASCAR team owner Jack Roush’s Beech Premier I at EAA AirVenture two years ago, finding that Roush failed to apply full power while attempting to abort a landing on Runway 18R. As a result, Roush’s jet stalled at low altitude, crashed onto the runway and split in two.

Roush was severely hurt in the crash on July 27, 2010, and spent several weeks in the hospital. His only passenger suffered minor injuries.

ATC recordings on the day of the accident show that Roush established contact with the tower controller and entered a left traffic pattern for Runway 18R at Wittman Regional Airport in Oshkosh, Wisconsin. As he was turning base, the controller handling departures at AirVenture cleared a Piper Cub for an immediate takeoff and angled departure (a procedure used by slower aircraft to clear the runway immediately after liftoff by turning across the runway). Roush was not monitoring the departure frequency and therefore did not hear the radio transmission, the NTSB noted.

Roush told investigators he became concerned that his descent path to the runway would conflict with the Piper Cub, and as a result he overshot the runway centerline during his turn to final. At this point, according to the accident report, he decided to abort the landing. Roush said he “initiated a go-around, increasing engine power slightly, but not to takeoff power” as he looked for additional traffic to avoid. He estimated that he advanced the throttle levers “probably a third of the way to the stops,” and as he looked for traffic, the stall warning stick-shaker and stick-pusher systems activated almost simultaneously as the right wing stalled. The airplane subsequently collided with terrain in a nose-down, right-wing-low attitude.

The NTSB said a post-accident review of available ATC communications, amateur video of the accident sequence, controller and witness statements, and position data recovered from the accident airplane indicated that the Piper Cub was already airborne, had turned left, and was clear of runway 18R when Roush was turning from base to final.

The NTSB determined the probable cause of the accident was “the pilot’s decision not to advance the engines to takeoff power during the go-around, as stipulated by the airplane flight manual, which resulted in an aerodynamic stall at a low altitude.”

Practice Training Fixes on 121.5

Jon

We are always happy to accept practice training fixes, and we are manned 24 hrs. Our core hours of 0900-1800 would be the preferred period for training fixes, because it is the period when we are most likely to have our trainees available. The correct procedure before calling on 121.5 is to check that an emergency is not in progress before calling your own practice. We accept that you cannot monitor UHF 243.0, so do not be put off if the controller tells you that your practice cannot be accommodated due to an on going emergency. The aircraft maybe on 243.0 and you simply don’t know.

I would definitely agree that not enough students make use of the practice facility. When we have a student/qualified pilot visit to D&D, I always ask which pilots have used the facility and the answer is often not very many.

In the event that a student becomes lost in the Halfpenny Green area, the correct procedure is as follows:
– If the pilot is not already receiving a service from an ATC agency, then the pilot should freecall D&D (RT callsign London Centre) on 121.5 stating the nature of the problem.
– If the pilot is already speaking to an agency (be it Birmingham/Shawbury/FIS etc), first inform that agency, and if necessary they will inform D&D and transfer the aircraft to us.
In terms triangulation coverage, we have excellent coverage across most of the country, and more VHF outstations are being added across the country as we speak. They are due to come on line in February. In the event that DF coverage is not sufficient to provide a trace, we will normally ask the pilot to re-transmit for accuracy. In fact the longer the transmission from the pilot, the better the chance of us receiving a decent trace, so students shouldn’t worry about speaking quickly etc. In the event that no DF traces are seen, we will ask the pilot to squawk and then provide position information from radar.
If you have any further question please drop me a line.

Ben
B CRIBB
Flight Lieutenant

Pilot saves the day following a midair collision

A Fight to Survive

Surviving pilots of a midair last November over Houston have several tips that can help you survive a catastrophic emergency. Unfortunately, a Houston-area pilot died in the accident after his Cessna 152 and a Cessna 172 collided above Interstate 10 on Houston’s west side.

Aboard the 172 were aircraft owner Ed Oppermann and pilot Diana Orendorff. Oppermann was asleep in the right front seat as Orendorff cruised at 1,900 feet above the ground.

Orendorff said she was able to avoid becoming a casualty thanks to her habit of constant scanning over a wide arc. That’s how she saw a Cessna 152 approaching from behind her left shoulder and headed for her door, giving her just enough time to pull up and bank away, limiting the damage that resulted from the collision. Still, the impact tore off the right main landing gear of the 172 and severed a portion of the right wing, bending downward a large chunk of the wing tip and causing life-threatening drag.

Oppermann, awakened by a bump and a sudden change in aircraft attitude, remembers seeing trees that appeared to be spinning in the windscreen. Then he saw the collapsed wing tip: He grabbed the controls. The Houston-area dentist said that he felt anger at the thought of dying, and the anger kept him focused.

“I thought more about what not to do than what to do. I knew I shouldn’t stall, and that if I reached an airport, I shouldn’t land short,” he said. “I felt like I wasn’t going to live through it.”

It took two clockwise spins and a half-turn counterclockwise spin before Oppermann could get the plane under control — at 400 feet. Two hunters below videotaped only a portion of the spin before putting away the camera and running toward what they suspected would be the crash scene.

At first Oppermann planned to land in a plowed field directly below. Then he saw that the right gear was missing, and knew the results would be fatal as the left gear snagged in the furrows.

There were several reasons that he was able to avoid panicking, aside from anger. After getting his certificate (he now has 600 hours’ total flight time), he had insisted on getting comfortable with flying from the right seat. He had also practiced stalls often and felt comfortable in unusual attitudes, thanks to his “air combat” fun flights at Texas Air Aces at David Wayne Hooks Memorial Airport, northwest of Houston. Also, a friend had shown him loops and spins in a Decathlon aerobatic aircraft.

He needed full throttle to maintain level flight at 90 knots but couldn’t turn left. “It was like dancing on marbles,” Oppermann recalled. He applied full left aileron and full left rudder and navigated along a right arc toward West Houston Airport. Approaching the runway, his prediction of the outcome changed from certain death to serious injury.

“This will be the best d— landing I have ever made,” Oppermann promised his friend. After the left gear touched down and the right wing contacted the runway, the airplane left the runway, slid through two shallow ditches, and returned to a taxiway where it came to a safe stop. Neither pilot was injured.

Both pilots have dedicated themselves since the accident to improving safety. Oppermann now is researching possible improvements to the present cruising-altitude rules — some of them proposed many years ago — that he feels would reduce the possibility of midair collisions.

Orendorff has begun speaking at safety meetings on how to avoid midair accidents. Among her concerns are yoke-mounted GPS receivers that draw a pilot’s attention away from the windscreen. Both pilots have become soldiers in the war against accidents. — AKM

EASA rediscovers the Tiger Moth flying manual for grass airfield instructors

March 19, 2013

This is from the latest EASA document

(iii) Exercise 2: Preparation for and action after flight: 

(A) flight authorisation and aeroplane acceptance; (B) serviceability documents; (C) equipment required, maps, etc.; (D) external checks; (E) internal checks; (F) harness, seat or rudder panel adjustments; (G) starting and warm-up checks; (H) power checks; (I) running down system checks and switching off the engine; (J) parking, security and picketing (for example tie down); (K) completion of authorisation sheet and serviceability documents.

I asked my son who is a student with 10 hours P1 to list the things needed for preparation for flight, he said.
IMSAFE  (AS RECOMMENDED BY THE CAA)
WX & NOTAMS
ALTERNATE AIRFIELD SELECTION
FUEL REQUIREMENTS INCLUDING DIVERSION
AIRFIELD DIAGRAM FOR TAXY ROUTE (AS RECOMMENDED WORLD WIDE TO PREVENT RUNWAY INCURSIONS)
MASS & BALANCE CONSIDERATIONS
TECHNICAL LOG-Fuel & Oil state and outstanding defects
PAX BRIEFING (STARTS IN THE BRIEFING ROOM)
AUTHORISATION
BOOKING OUT
Seems I am teaching to a different syllabus than EASA. Still when your completely stressed out, tired and hungry and run out of fuel on the way to the alternate you never ever thought you would use you will be so glad you checked your rudder panel was adjusted. Thank you EASA for reminding me that BOLOX truly does baffle even common sense.
70-90% of aircraft accidents contain an element of human factor error, that’s why the CAA Human Factors exam is the easiest one with the least amount of questions but isn’t it just so much more encouraging that when they are trying to cut you out of the wreckage half way up a mountain that you know the one in 60 rule and the coefficient of lift, cause it’s going to come in real handy for working out your invalidity benefit.
Don’t forget your sheepskin flying jacket and boots, it sure can get cold up a  mountain, oh sorry, yet more human factors.

 

FAA Stalling Film 1974

This film is a little dated and doesn’t show a wing dropping at the stall but the basic principles are still correct.

Spin recovery is no longer part of the PPL syllabus. The most important part of stall training is to grasp the recognition of an approaching stall and to understand the threat and error management surrounding it which can prevent unintentional stalling.

When it says, ‘reduce back pressure’, replace this incorrect statement with:

Move the CC forward to break the stall and when readjusting the pitch attitude to prevent height loss always respect the stall warner (dont cause a secondary stall)

CAA GA safety publications overhauled.

CAA GA safety publications overhauled.

The UK Civil Aviation Authority (CAA) is to strengthen its provision of safety information to general aviation pilots from this spring.

The CAA announced today that the publishing group, Archant, will begin producing general aviation safety material on its behalf. Archant, publisher of Pilot magazine, has been awarded a contract to write and distribute three editions a year of the CAA’s Clued Up title, featuring all the latest safety advice and news.

The magazines will be posted free of charge to all UK registered PPLs, NPPLs and LAPLs. Digital editions of the magazine will also be available. The introduction of the new publications will see the end of production of the General Aviation Safety Information Leaflets (GASIL).

The CAA’s Safety Sense leaflets will also be revamped under the new contract.(Long overdue)

The UK Airprox Board’s (UKAB) twice yearly publications will also come to an end, to be replaced with a special edition Clued Up, analysing in depth recent significant airprox incidents. Details of individual incidents will still be available on the UKAB website, however.

Jonathan Nicholson, of the CAA’s Corporate Communications Department, said: “We look forward to working with Archant on our future safety publications. The team behind Pilot are very experienced aviation journalists and flying enthusiasts. We are confident that that knowledge, combined with the resources of a major publishing house, will produce a high quality product.”

Nick Wall, Group Editor of Pilot magazine, said: “We are delighted to be working with the CAA on this new project. With our colleagues in Archant Dialogue we are looking forward to developing the CAA’s safety publications for the future, both in print and digitally.”