Lucky Steve.
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Lucky Steve.
A GLIDER pilot dived from the sky to help a man whose light aircraft crashed at Gawler Aerodrome in the the second incident at the airfield today.
Adelaide Soaring Club gliding branch chief flying instructor Rob Richter was about 300m above the ground when he saw the homemade single seater plane crash and catch fire beneath him about 3.10pm.
The 50-year-old crash pilot, understood to be retired Cathay-Pacific airline captain Steve Nelson, escaped the crash with minor injuries.
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Adelaide Soaring Club gliding branch chief flying instructor Rob Richter was about 300m above the ground when he saw the homemade single seater plane crash and catch fire beneath him about 3.10pm.
The 50-year-old crash pilot, understood to be retired Cathay-Pacific airline captain Steve Nelson, escaped the crash with minor injuries.
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Steve Nelson
If Steve Nelson is only 50 he must have been the youngest B707 pilot in RAAF history. Steve was a B707 Co-Pilot (F/O) in 1980 when I first flew with him. Pleased to read Steve was not badly injured.
Last edited by Old Fella; 3rd Feb 2015 at 04:25. Reason: Correction to text
Glad he survived what sounds like a very tricky situation. I would guess that he retired on his old COS at 55 about 3-5 years ago from memory. 58-60 is my guess unless having flown with Old Fella on the 707 as a primary school kid, he joined CX in the late 80's as a teenager!
Anyway, super chap and very relieved he's OK. Is there such a thing as a 4 engined 'lighty'? If so, buy one Steve!! All best, Mate.
Anyway, super chap and very relieved he's OK. Is there such a thing as a 4 engined 'lighty'? If so, buy one Steve!! All best, Mate.
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Of the later crash, Mr Richter said the plane appeared to take off and climb normally to about 50m before sustaining engine failure.
He said the plane had been airborne for only about 30 seconds.
“The pilot tried to get back on the runway and he was that low when he turned that it just hit the ground on the final turn,” he said.
Hmmm...seem to recall something about turning back below 500 you'd kill yourself...below 1000 the instructor would kill you??....then having to re learn that when flying sailplanes!
Remember Rumours of a certain ex CX chappy, initials TA?
, who walked from a single engine failure, turn back.....certainly luckier than this fellow.....
http://www.pprune.org/pacific-genera...30-3-12-a.html
...so do military teach a safe EFATO turn back procedure??
He said the plane had been airborne for only about 30 seconds.
“The pilot tried to get back on the runway and he was that low when he turned that it just hit the ground on the final turn,” he said.
Hmmm...seem to recall something about turning back below 500 you'd kill yourself...below 1000 the instructor would kill you??....then having to re learn that when flying sailplanes!
Remember Rumours of a certain ex CX chappy, initials TA?
, who walked from a single engine failure, turn back.....certainly luckier than this fellow.....http://www.pprune.org/pacific-genera...30-3-12-a.html
...so do military teach a safe EFATO turn back procedure??
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...so do(es the) military teach a safe EFATO turn back procedure??
Longer answer - It teaches you that there is a period shortly after take off where you often have few if any options. Conversely, students are also taught that if they have the failure some time later they have sufficient speed and/or altitude that they may have many options.
The critical part is teaching low experience pilots that a failure in that crucial transition section, where speed and alt are neither ideal or in abundance, can kill you if you stuff up and don't make the correct decision or handle the aircraft correctly.
There's no hard and fast numbers in general, ie your 500', as different aircraft have very different capabilities. But they all hurt if you f**k up!
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Seem to remember 300kts in the Hawk, but even then there were a number of fatalities practising such a manoeuvre. Ejection was not the only option, recall a multiple birdstrike in Valley resulting in stuffing the aircraft back on to the runway and accepting a high speed over run into a barrier.
Haven't been to Gawler since the freeway took a slice of the airport but there is not much choice off 13 or 05. 31 and 23 have some open space ahead.
I am sure in the 2 seconds Steve had , he weighed his options. So glad to see he walked away.
I am sure in the 2 seconds Steve had , he weighed his options. So glad to see he walked away.
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Good to read that this pilot is OK.
Part of the RAF pre-takeoff brief for SEP aircraft was how an EFATO would be handled, especially with regard to a minimum turnback altitude. But the prime aim was to land into wind in a safe area. A turnback was a last option, even though as QFIs we were required to practice turnbacks at least one per month.
We had one runway at our base field with poor EFATO options so we tended to accept up to maximum cross wind limits rather than use it.
Part of the RAF pre-takeoff brief for SEP aircraft was how an EFATO would be handled, especially with regard to a minimum turnback altitude. But the prime aim was to land into wind in a safe area. A turnback was a last option, even though as QFIs we were required to practice turnbacks at least one per month.
We had one runway at our base field with poor EFATO options so we tended to accept up to maximum cross wind limits rather than use it.
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I am sure in the 2 seconds Steve had , he weighed his options. So glad to see he walked away.
I was lucky to fly with Steve in his beautiful Rans RV at Aldinga airfield near Adelaide in November 2013. Given that the aerobatic capabilities of the aircraft far exceeded my own very rusty aerobatic skills, I opted for a demonstration by Steve after doing a few basic manoeuvres.
A very enjoyable flight in excellent company.
The post flight picture speaks a thousand words.
