Summer Flight Safety News
1. How quickly the months pass. As I write this we are already well into August, most of the Summer has passed and the miserable weather approaches….sorry, it's been here for the past couple of weeks now. The normal frustrations of gliding have been exacerbated by the extraordinary. The theft and wrecking of the AVGAS bowser has got to rank amongst the most incredible events that could come from the mind of the most inventive thriller writer, but it happened to us. Of course, in the end, the Club is going to suffer; partly financially. But the biggest impact has got to be on the people behind the scenes who have had to put in huge amounts of work to ‘repair the damage'. Thanks have got to go to Pete Marshall for his tireless work; also to Baldrick in ‘locating' a new bowser for the Club. The problems with the serviceability of the tugs have also been a recent issue for which Bob and Colin must be thanked for all their hard work. It can be tempting, with these sort of frustrations, to cut corners. If you find yourself in this situation, ask yourself “Is this really worth the risk?” It probably isn't.
PROPELLORS
2. Everybody knows propellers kill. Don't they? I'm sure everyone has heard of the incident at one of our local clubs just a couple of weeks ago. The pilot in question wheeled the aircraft, a Piper Super Cub, out of the hangar, spent a considerable amount of time cleaning it and then set about DI'ing it, just behind the launch point. As part of his DI he decided to turn the prop to ‘check the compressions?' Unfortunately, he didn't check whether the mags were off….and guess what…..the mags were ON….and the mixture was RICH…..and the fuel was ON…….and finally, the throttle was OPEN!!!!!!!! What the…?….you may ask. Anyway, the engine burst into life and, close to full power, set off through the gap that had just been vacated by a group of visitors who had just seen a friend off on a trial flight. The left wing of the Cub hit the right wing of a waiting K21, splitting the aileron open. It then set out across the open airfield in a left arcing turn, the engine torque turning the aircraft back towards the launch point. The instructor in the K21 was out of the aircraft dragging his student with him, to try and put the glider between them and the propeller. The engine torque kept the aircraft turning left, continuing to pirouette around until it arrived at the hedge, nosing over and coming to a halt. Fortunately, the whole accident was contained within the airfield and no-one was injured. The potential carnage of the situation if the group had not moved, the Cub had hit the K21 in a different position, or it had got airborne, are worth considering. As it is, only a shock-loaded engine and some major wing re-building is all that's required.
3. As the saying goes……There are no new accidents in aviation, just different ways to achieve the old ones. What can be learnt from this accident? Absolutely nothing new. The cardinal rules of dealing with props was ignored. Always check the switches! Always treat the propeller as live! You may ask why the mixture was rich? Well, ours is not to question the practice at other clubs but we can ensure our own are as squeaky clean as possible.
APPROACHES
4. I've seen and heard of some dodgy approaches over the last few months. Not necessarily from Dishforth, but one or two may well be – do you recognise yourself? A good landing, particularly in stressful circumstances, comes from sensible planning around your landing area. Rushed approaches only lead to missed detail, which if you're lucky, ends in a safe landing and a few lost heartbeats. A field landing accident at the Inter-Services came from just those circumstances and the pilot finished up in hospital with a damaged back and a wrecked glider. A Club member arriving at another Club in his glider, was very sensible to ask the landing direction. Unfortunately, what he was told and what he heard is debateable and he landed downwind on a somewhat short runway. Did he really listen to what was said and did he look at the windsock to confirm it. Only he knows the answer. What of the number of pilots who land behind other aircraft/vehicles and then rely on the wheelbrake to bring them to a stop. Maybe it did work the last time you tried it, but boy, you look really foolish when it fails at the moment critique.
HANGAR RASH AND OTHER DAMAGE
5. The K18 was off-line during the Summer while some damage was repaired to the frame around the main wheel. This was probably caused by a heavy landing. If you should suffer a heavy landing, even if you're unsure, then report it and get it checked out by an inspector. Unreported damaged can deteriorate over time and cause a failure of something vital. How would you feel if your best mate was killed or badly injured when some old damage failed on them? The same goes for other damage. Hangar rash does happen – it's a fact of life. Be honest, admit to it if you do it, and most importantly, if you find some, report it.
6. Enjoy what's left of the Summer – if we ever get to see any more of it – and FLY SAFELY

Derek Smith (Grinner)
Tug Master/Flight Safety Officer


This page was last updated on 21 Aug 04