Deham crash yesterday
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06.
Failed go-around.
Two occupants both very lucky to escape with bruising.
Aicraft written off in trees some 200m beyond the threshold.
A real shame for TAA as it was their first a/c.
Failed go-around.
Two occupants both very lucky to escape with bruising.
Aicraft written off in trees some 200m beyond the threshold.
A real shame for TAA as it was their first a/c.
Avoid imitations
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The Enterprise never tried to go around after bending its prop, though. 
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IMAGE_006.jpg
A relatively experienced pilot arrived on 06, too high and too hot, decided that he was GOING TO LAND, bounced up the runway (bending the prop and shock loading the engine) and then decided to go around. If he hadn't accidentally retracted the flaps, he might have got away with it...
I'm not going to scoff, as I suspect that there is an element of "there but for the grace of god, go all of us....". No-one injured thankfully - but the aircraft was irredeemably trashed.
A relatively experienced pilot arrived on 06, too high and too hot, decided that he was GOING TO LAND, bounced up the runway (bending the prop and shock loading the engine) and then decided to go around. If he hadn't accidentally retracted the flaps, he might have got away with it...
I'm not going to scoff, as I suspect that there is an element of "there but for the grace of god, go all of us....". No-one injured thankfully - but the aircraft was irredeemably trashed.
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Saw the same thing this weekend. Student landing a 152 way too hot, got the resultant balloon, pitched forward and the oscillation got him a partially collapsed oleo, destroyed wheel hub and a prop strike...he then went around.
Don't know what students are being taught these days...at my old school there appear to be more go-arounds than full stops. Why anyone with plenty of available runway and a prop strike would attempt to depart and fly the circuit again beggars belief.
On landing the two gentlemen involved were unable to keep the ac on course due to the broken wheel / oleo and ended up flat-spotting the main tyres as well in their haste to stop.
The school hauled the pair in for a "chat" , though whose fault REALLY is this incident?
Best,
Sicknote
Don't know what students are being taught these days...at my old school there appear to be more go-arounds than full stops. Why anyone with plenty of available runway and a prop strike would attempt to depart and fly the circuit again beggars belief.
On landing the two gentlemen involved were unable to keep the ac on course due to the broken wheel / oleo and ended up flat-spotting the main tyres as well in their haste to stop.
The school hauled the pair in for a "chat" , though whose fault REALLY is this incident?
Best,
Sicknote
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I would be tempted to wonder what exactly is being taught these days in relation to approach speed management, or why are people flying the final approach so fast for the conditions? Is it a rigid "I must fly the final at XXknots ALL the time" philosophy?
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I think it is an unfortuate side effect of the high fuel prices we are seeing resulting is less flying time and therefore currency.
I notice in myself that if I haven't been able to fly for a while... anything close to a month or more... my polish has disappeared. In these circumstances it is VITAL to remember that we're not quite as good as we were and I tend to add 5 or 10 knots to my final speed to give me a little more energy. This does result in the final rollout being longer that normal and a touchdown point further down. Again the key is to recognise this and select a longer runway.
If a longer runway is not an option I will often fly on my own, over a sparse area and do some slow flying, bringing the aircraft back to the buffet etc. to re familiarise myself with the characteristics at those slow speeds.
I'm not one of the safety brigade who think that if you don't fly every week you're not safe and should fly with an instructor...
I believe that we just have to recognise that if we fly less we need to be a little more respectful of what we're doing; and always make an approach with a go-around in mind... but ensure that we are still enjoying what we are doing. At PPL level we're recreational flying - let's not lose sight of that!
I notice in myself that if I haven't been able to fly for a while... anything close to a month or more... my polish has disappeared. In these circumstances it is VITAL to remember that we're not quite as good as we were and I tend to add 5 or 10 knots to my final speed to give me a little more energy. This does result in the final rollout being longer that normal and a touchdown point further down. Again the key is to recognise this and select a longer runway.
If a longer runway is not an option I will often fly on my own, over a sparse area and do some slow flying, bringing the aircraft back to the buffet etc. to re familiarise myself with the characteristics at those slow speeds.
I'm not one of the safety brigade who think that if you don't fly every week you're not safe and should fly with an instructor...
I believe that we just have to recognise that if we fly less we need to be a little more respectful of what we're doing; and always make an approach with a go-around in mind... but ensure that we are still enjoying what we are doing. At PPL level we're recreational flying - let's not lose sight of that!
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I find pilots tend to add 10kn to the approach for “the wife and kids”. This and a terror of flying slowly or practicing stalls without 4000ft and an instructor. Currency my be an issue in some cases, but most of the pilots come in too quick all the time.
Rod1
Rod1
Italianjon said: "I notice in myself that if I haven't been able to fly for a while... anything close to a month or more... my polish has disappeared. "
Aaaaaaaahh-ha - polish as in "rub-a-dub-shine". Not as in polish the language. You know I spent at least a full minute wondering why Italianjon needed Polish in order to land a plane
Aaaaaaaahh-ha - polish as in "rub-a-dub-shine". Not as in polish the language. You know I spent at least a full minute wondering why Italianjon needed Polish in order to land a plane
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Locals are not going to be happy !
Hey
I fly from Denham, I did my PPL there, and it is a runway which demands respect, I was always taught to get the approach speed correct !!! and be ready to do a go around if your speed is not spot on !!
From what I heard from the OPS staff, the pilot apparently trained there ?!??, his speed / height "was way... way.... way.. off", and he failed to initiate a go around as taught.
He is lucky to be in one piece, the question remains is that the local's will no doubt complain about this, which may have some bad consequences for people who fly from their.
The STAFF at Denham are P*****D to put it tactfully.
I fly from Denham, I did my PPL there, and it is a runway which demands respect, I was always taught to get the approach speed correct !!! and be ready to do a go around if your speed is not spot on !!
From what I heard from the OPS staff, the pilot apparently trained there ?!??, his speed / height "was way... way.... way.. off", and he failed to initiate a go around as taught.
He is lucky to be in one piece, the question remains is that the local's will no doubt complain about this, which may have some bad consequences for people who fly from their.
The STAFF at Denham are P*****D to put it tactfully.
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Hey we don't know the full facts yet. Give the guys a break and be thankful that they are still alive.
Pilot error or not we should be glad they are still alive and if it is pilot error, put it down to some very steep learning curve.
This thread is full of rumours and hearsay, we should be offering some advice and comfort in these circumstances not pinning blame just yet (thats the AAIB's job).
XL out
Pilot error or not we should be glad they are still alive and if it is pilot error, put it down to some very steep learning curve.
This thread is full of rumours and hearsay, we should be offering some advice and comfort in these circumstances not pinning blame just yet (thats the AAIB's job).
XL out
Avoid imitations
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Actually, it's NOT the AAIB's job to apportion blame.