anchorhold
9th Jan 2018, 10:00
Last week in a coroners court the coroner stated that she would be writing to the CAA over the use of radios to comunicate with the ground to avoid collisions. While I am sure she means well, I am not sure if anyone really explained the realitiies of class G aispace to her and what I feel is a deteriorating situation. Before I give the scenario, I need to stress both pilots were quite experienced and I do not apportionany blame either way in respect of the pilots.
A student pilot is on a navex with his instructor in a C152, as far as I know is a straight line track between two airfields with A/G at either end. Halfway along track there is a gliding field with cables up to 3,000 ft and gliding traffic so sensibly they plan to around it, and they decided to request a 'basic service from Coventry. When they are around four miles to the west of the glinding field the Cessna crew see a single seat glider and take immediate avoiding action. The Cessna right wing tip stikes the gliders wing and it detaches, the glider pilot fails to jump out and sadly dies in the wreckage. Lets assume the student, his instructor and the glider pilot took all reasonable steps, including clean canopies, windsheild, glasses as per medical and assume the Cessna selecting the landing light upon reaching an aera where there would be many gliders, possibly non radio or on their club frequency.
So getting back to the croners comments that all airaft should carry a servicable radio and be in contact with the ground. In the above scenario ten years ago on a weekday the Cessna pilot in that area could have opted for Cottesmore LARS or Coventry Radar, five years ago Cottesmore LARS had gone and at about the same time Coventry radar had gone, On the day of this accident a 'basic service was provided by Coventry, If the same flight was today, I understand Coventry is down to A/G thesedays, sadly becauset ATC at Coventry were brilliant before.
So we have a coroner who says, more accidents like will happen, unless something is done, I say more will happen as there is less ATC options, and the larger ATC Units, such as MAN, BHX, EMA, LTN do not really have the time for aircraft outside the ATZ or with not intention to transit the ATZ. To add to this I am not sure the coroner was briefed in respect of A/G which are often not manned, in the case of the above destination I know over the years it is not always manned, a factor I believe in a fatal midair in the circuit a few years ago. A case in point is Booker A/G which was unmanned due to staffing problems at the time if the Cessna/Helicopter midair in December 2017.
The AAIB report makes mention that the glider pilot had a radio but with no Rx, I see this as a red herring, as which frequency was he supposed to be making a listening watch on. Likewise even if in the days of Coventry Radar, would the coroner expext Coventry to hanle local traffic and fifteen circling gliders? On this point, perhaps someone from the gliding community could comment on what percentage glidinders carry a servicable comms radios. Likewise any suggestions on how we could improve matters in terms of collision avoidance and communication between gliders and GA aircraft.
The CAA aparently told the coroner they had a comittee on comunication, yep probably, but no doubt that is a bit like the airprox board and those behind display authorisations. Finally, has anyone on her ever been to an aviation related inquest, is the coroner mainly taking advice from the AAIB or in the case of the abovem would say a senior glider instructor and flight instructor give their opinion as evidence?
A student pilot is on a navex with his instructor in a C152, as far as I know is a straight line track between two airfields with A/G at either end. Halfway along track there is a gliding field with cables up to 3,000 ft and gliding traffic so sensibly they plan to around it, and they decided to request a 'basic service from Coventry. When they are around four miles to the west of the glinding field the Cessna crew see a single seat glider and take immediate avoiding action. The Cessna right wing tip stikes the gliders wing and it detaches, the glider pilot fails to jump out and sadly dies in the wreckage. Lets assume the student, his instructor and the glider pilot took all reasonable steps, including clean canopies, windsheild, glasses as per medical and assume the Cessna selecting the landing light upon reaching an aera where there would be many gliders, possibly non radio or on their club frequency.
So getting back to the croners comments that all airaft should carry a servicable radio and be in contact with the ground. In the above scenario ten years ago on a weekday the Cessna pilot in that area could have opted for Cottesmore LARS or Coventry Radar, five years ago Cottesmore LARS had gone and at about the same time Coventry radar had gone, On the day of this accident a 'basic service was provided by Coventry, If the same flight was today, I understand Coventry is down to A/G thesedays, sadly becauset ATC at Coventry were brilliant before.
So we have a coroner who says, more accidents like will happen, unless something is done, I say more will happen as there is less ATC options, and the larger ATC Units, such as MAN, BHX, EMA, LTN do not really have the time for aircraft outside the ATZ or with not intention to transit the ATZ. To add to this I am not sure the coroner was briefed in respect of A/G which are often not manned, in the case of the above destination I know over the years it is not always manned, a factor I believe in a fatal midair in the circuit a few years ago. A case in point is Booker A/G which was unmanned due to staffing problems at the time if the Cessna/Helicopter midair in December 2017.
The AAIB report makes mention that the glider pilot had a radio but with no Rx, I see this as a red herring, as which frequency was he supposed to be making a listening watch on. Likewise even if in the days of Coventry Radar, would the coroner expext Coventry to hanle local traffic and fifteen circling gliders? On this point, perhaps someone from the gliding community could comment on what percentage glidinders carry a servicable comms radios. Likewise any suggestions on how we could improve matters in terms of collision avoidance and communication between gliders and GA aircraft.
The CAA aparently told the coroner they had a comittee on comunication, yep probably, but no doubt that is a bit like the airprox board and those behind display authorisations. Finally, has anyone on her ever been to an aviation related inquest, is the coroner mainly taking advice from the AAIB or in the case of the abovem would say a senior glider instructor and flight instructor give their opinion as evidence?