Light aircraft down in Dundee
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Mad Jock....that all sounds pretty slick to me....we get the odd one that tells us their life story but then again thats what were here for....
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Well bugger me have just had a look at the latest CAP 413.
That was nice of them to change it to the way I have been doing it for years. It seems I have been a bit behind reading CAP 413 missed 5 revisions.
So score my last comment about intial calls being long winded pish, top marks CAA.
Who you are
What your doing
Where your at
What you want
Its a bit like being told that ray ban aviators are now in fashion.
That was nice of them to change it to the way I have been doing it for years. It seems I have been a bit behind reading CAP 413 missed 5 revisions.
So score my last comment about intial calls being long winded pish, top marks CAA.
Who you are
What your doing
Where your at
What you want
Its a bit like being told that ray ban aviators are now in fashion.
Vince,
Sorry if I got some of the details incorrect, but it doesn't change my view one jot that this accident was absolutely 100% of your own making. You made a series of poor decisions, and the inevitable occurred. A great deal of luck saved you from serious injury or death.
Many of us will have had mishaps or accidents in our flying careers. I've been in a helo that ditched (through mechanical failure whilst doing maritime ops), had the misfortune to endure a couple of forced landings (with no damage apart from to one's pride) and one accident where we had no choice but to turn back from an EFATO, with the inevitable stall/spin into the ground. The latter was with a pilot with 18,000 hours sat next to me - we both made exactly the same error when assessing the fuel state.
The difference is that I cannot ever recall trying to justify any of my actions afterwards. Each time I've just felt incredibly lucky and stored away the experience as a learning one, not just for me but to others to whom I've related the tale of woe leading up to it.
From what has been posted here, I rather hope that the transcripts from the ATC tapes are made public, as it sounds as if your conversations with them, and their efforts to accommodate your rather unusual microlight flight plan, may prove entertaining.
Finally, any talk of ANY aircraft being able to safely operate down to 1/2 litre of fuel is plain ludicrous. I know the people at P&M Aviation well, and have a lot of respect for them and don't believe for one minute that they gave any assurance that it was safe to fly down to 1/2 litre remaining.
The CT has a long history of a fuel imbalance problems between the wing tanks, in fact I remember raising that it was not a particularly well thought through fuel system at least two years ago. An SB came out as I recall to partially fix the problem, but that same SB also contained some warnings about cross-feeding from the tanks, the need for the pilot to use wing tank indicated fuel levels as the primary source of fuel state information (the Brauniger in the panel is NOT a true fuel gauge, as you probably know already) and the need for the pilot to side-slip to correct any significant imbalance between tanks. As a CTSW owner you should have been aware of the aircraft's operating quirks, they have been known for long enough, even by those of us who don't fly the type.
VP
Sorry if I got some of the details incorrect, but it doesn't change my view one jot that this accident was absolutely 100% of your own making. You made a series of poor decisions, and the inevitable occurred. A great deal of luck saved you from serious injury or death.
Many of us will have had mishaps or accidents in our flying careers. I've been in a helo that ditched (through mechanical failure whilst doing maritime ops), had the misfortune to endure a couple of forced landings (with no damage apart from to one's pride) and one accident where we had no choice but to turn back from an EFATO, with the inevitable stall/spin into the ground. The latter was with a pilot with 18,000 hours sat next to me - we both made exactly the same error when assessing the fuel state.
The difference is that I cannot ever recall trying to justify any of my actions afterwards. Each time I've just felt incredibly lucky and stored away the experience as a learning one, not just for me but to others to whom I've related the tale of woe leading up to it.
From what has been posted here, I rather hope that the transcripts from the ATC tapes are made public, as it sounds as if your conversations with them, and their efforts to accommodate your rather unusual microlight flight plan, may prove entertaining.
Finally, any talk of ANY aircraft being able to safely operate down to 1/2 litre of fuel is plain ludicrous. I know the people at P&M Aviation well, and have a lot of respect for them and don't believe for one minute that they gave any assurance that it was safe to fly down to 1/2 litre remaining.
The CT has a long history of a fuel imbalance problems between the wing tanks, in fact I remember raising that it was not a particularly well thought through fuel system at least two years ago. An SB came out as I recall to partially fix the problem, but that same SB also contained some warnings about cross-feeding from the tanks, the need for the pilot to use wing tank indicated fuel levels as the primary source of fuel state information (the Brauniger in the panel is NOT a true fuel gauge, as you probably know already) and the need for the pilot to side-slip to correct any significant imbalance between tanks. As a CTSW owner you should have been aware of the aircraft's operating quirks, they have been known for long enough, even by those of us who don't fly the type.
VP
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VP959 did you notice post #138,
I as a CT owner would be very worried if I ran out of fuel in this config. Fact is we flew over the sea with one tank emptying a lot faster, but the fuel fed fine from the other fuel tank. Lesson learned was to straighten up and fly right. AFAIK all flat tanked (in the wing) planes will have this characteristic, especially if the dihedral angle is shallow, esp high wing vis a vis low wing. Try half filling a tray with water and observe as you walk.
There is a big discrepancy between half a litre from FD and 124/130 usable per USA LSA category POH. I would be getting very worried below say 15litres.
The engine stopped with about 5-7 litres showing in the port visible fuel gauge.
There is a big discrepancy between half a litre from FD and 124/130 usable per USA LSA category POH. I would be getting very worried below say 15litres.
Last edited by hhobbit; 15th Aug 2009 at 14:11. Reason: addenda
I did spot that, yes, it was what prompted me to refer to the 6 litres min usable in my first reply on this topic, which in turn prompted Vince to say that he'd had it confirmed that the aircraft was safe down to 1/2 litre remaining.
I wholly agree about the difficulties with flat wing tanks, especially high capacity ones that are of necessity quite long. My preferred solution is a big (maybe 10 to 12 litre) conically shaped collector tank in the fuselage fed from each wing tank, with it's own fuel gauge. Those who know me will know of a type that has just such a system. I actually suggested it as a fix for this problem on another microlight with wing tanks, the Foxbat, which has the same problem. When in doubt about the fuel state in the wings, one only has to glance back at the collector tank level to see if one has enough fuel for another half hour or so. As long as the collector tank level is full, you can be assured that the wing tanks still have some fuel.
One major difficulty with implementing a mod like this to a microlight is the already tight empty weight limit. Many of these hot ship microlights are so close to their maximum allowed empty weight as to preclude any sort of mod like this.
The Brauniger fuel flow indicator is a source of confusion for those who don't read the manual properly. I've met several people who have misunderstood the way in which it gives a rough indication of fuel remaining. From the comment Vince made of his Brauniger telling him the tanks were half full, I suspect he may not have understood how this system works, either. If his tanks had of been half full at that time, then he'd have had around 3 1/2 to 4 hours worth of fuel left. In fact, the manual for the Brauniger has a big warning in it about pilot's needing to have an alternative, accurate means of measuring fuel quantity and not to rely on the fuel state gauge to determine quantity remaining.
VP
I wholly agree about the difficulties with flat wing tanks, especially high capacity ones that are of necessity quite long. My preferred solution is a big (maybe 10 to 12 litre) conically shaped collector tank in the fuselage fed from each wing tank, with it's own fuel gauge. Those who know me will know of a type that has just such a system. I actually suggested it as a fix for this problem on another microlight with wing tanks, the Foxbat, which has the same problem. When in doubt about the fuel state in the wings, one only has to glance back at the collector tank level to see if one has enough fuel for another half hour or so. As long as the collector tank level is full, you can be assured that the wing tanks still have some fuel.
One major difficulty with implementing a mod like this to a microlight is the already tight empty weight limit. Many of these hot ship microlights are so close to their maximum allowed empty weight as to preclude any sort of mod like this.
The Brauniger fuel flow indicator is a source of confusion for those who don't read the manual properly. I've met several people who have misunderstood the way in which it gives a rough indication of fuel remaining. From the comment Vince made of his Brauniger telling him the tanks were half full, I suspect he may not have understood how this system works, either. If his tanks had of been half full at that time, then he'd have had around 3 1/2 to 4 hours worth of fuel left. In fact, the manual for the Brauniger has a big warning in it about pilot's needing to have an alternative, accurate means of measuring fuel quantity and not to rely on the fuel state gauge to determine quantity remaining.
VP
Never less than hour's worth of fuel in the tanks
Vince,
Your account is an instructive illustration of the discrepancies between what really happened and what people imagined to happen.
It seems there is a discrepancy between the margin you thought you had and the margin you really had. That is a common story and I can contribute at least one recent example of my own.
The engine stopped, likely because of fuel feed, imbalance or unusable quantity problems. It sounds like you were down to half an hour's fuel which to me is time to land ASAP. That last half hour's worth of usable fuel is test pilot territory in my book. I'd want to be high up over a long runway with lots of recent power off landing experience in type before exploring fuel feed at low tank levels. Usually the test pilot has an auxiliary tank that he can switch to when the engine can't get any more from the tank under test
Manufacturers tend to maximise their performance numbers and minimise unusable fuel quantities. In so doing, their test pilots fly very precisely to get the best numbers. You will not get those numbers yourself unless you fly exactly as well as the test pilots.
It looks like the altitude Dundee ATC assigned you had you too low for options or restarting if the engine stopped. That is life, but if I were concerned about fuel or the engine, I would want to be as high as possible and let ATC know that.
Your account is an instructive illustration of the discrepancies between what really happened and what people imagined to happen.
It seems there is a discrepancy between the margin you thought you had and the margin you really had. That is a common story and I can contribute at least one recent example of my own.
The engine stopped, likely because of fuel feed, imbalance or unusable quantity problems. It sounds like you were down to half an hour's fuel which to me is time to land ASAP. That last half hour's worth of usable fuel is test pilot territory in my book. I'd want to be high up over a long runway with lots of recent power off landing experience in type before exploring fuel feed at low tank levels. Usually the test pilot has an auxiliary tank that he can switch to when the engine can't get any more from the tank under test
Manufacturers tend to maximise their performance numbers and minimise unusable fuel quantities. In so doing, their test pilots fly very precisely to get the best numbers. You will not get those numbers yourself unless you fly exactly as well as the test pilots.
It looks like the altitude Dundee ATC assigned you had you too low for options or restarting if the engine stopped. That is life, but if I were concerned about fuel or the engine, I would want to be as high as possible and let ATC know that.
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Vince,
Just a couple of thoughts, surely you must of come away from this knowing you have made at least one mistake...talking to the press.
I think most people here would say that talking to the press can be the worst thing you do, by the sounds of this you have seen why. Im sure at the time you enjoyed the limelight and it has certainly got you coverage but has that come at a price?
You also have never admitted at any point that you could of done something differently. Hindsight is a wonderful thing but most people normally say that if they could do it again they would do..... differently.
5 or 6 litres of fuel sloshing around. You say you had one tank empty which means you were flying out of balance (it happens) and i imagine didnt correct it quick enough but are still seem sure that it wasnt fuel starvation?
Im also surprised your insurers havnt asked you to pipe down slightly. I know following my accident in a CT earlier this year the insurers asked me to say as little as possible to people while it was under investigation.
You also seem to have spoke to the AAIB a lot already, yet I've not really heard much from them and was told it was going to be a while until i did as they were fairly busy at the moment.
Just a couple of thoughts, surely you must of come away from this knowing you have made at least one mistake...talking to the press.
I think most people here would say that talking to the press can be the worst thing you do, by the sounds of this you have seen why. Im sure at the time you enjoyed the limelight and it has certainly got you coverage but has that come at a price?
You also have never admitted at any point that you could of done something differently. Hindsight is a wonderful thing but most people normally say that if they could do it again they would do..... differently.
5 or 6 litres of fuel sloshing around. You say you had one tank empty which means you were flying out of balance (it happens) and i imagine didnt correct it quick enough but are still seem sure that it wasnt fuel starvation?
Im also surprised your insurers havnt asked you to pipe down slightly. I know following my accident in a CT earlier this year the insurers asked me to say as little as possible to people while it was under investigation.
You also seem to have spoke to the AAIB a lot already, yet I've not really heard much from them and was told it was going to be a while until i did as they were fairly busy at the moment.
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Im also surprised your insurers havnt asked you to pipe down slightly. I know following my accident in a CT earlier this year the insurers asked me to say as little as possible
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Vince
I am struggling with this fuel issue. From reading this thread you intended to fly from Damyns Hall to Barrow and onto Kinloss. I have not done a flight plan but that seems to be around 450nm. The CT has a range of 800nm at 125 kts (correct me if I'm wrong). Barrow is about mid-way, so when you checked your fuel before departing you said you had 50% more than required. So with 45mins reserve you had 25 litres (usable fuel). Dundee is mid-way 100 nm or so, and you used 25 litres. At 125kt cruise and 12 l/hr you used more than twice the fuel expected.
Was the aircraft full when you started the trip, 130L? Why depart Barrow with 25L of a 130L tank? I dont understand running out of margin, what does this mean, the margin is 45 mins reserve ( 90 nm) is it not?
I am struggling with this fuel issue. From reading this thread you intended to fly from Damyns Hall to Barrow and onto Kinloss. I have not done a flight plan but that seems to be around 450nm. The CT has a range of 800nm at 125 kts (correct me if I'm wrong). Barrow is about mid-way, so when you checked your fuel before departing you said you had 50% more than required. So with 45mins reserve you had 25 litres (usable fuel). Dundee is mid-way 100 nm or so, and you used 25 litres. At 125kt cruise and 12 l/hr you used more than twice the fuel expected.
Was the aircraft full when you started the trip, 130L? Why depart Barrow with 25L of a 130L tank? I dont understand running out of margin, what does this mean, the margin is 45 mins reserve ( 90 nm) is it not?
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Any thoughts on mogas that has been up to 10000ft and then back down again.....condensation ..!!!! could that be a problem.......OK dont shoot me I am only an Air Traffiker but just a thought!!
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Yakker,
this was the point I was rasing earlier in the same thread. Somethings just don't add up. However, I guess that the insurers will now have sat on Vince as they did to AJWTCX - whose accident was no doubt not of his own making either - I do not know the circumstances!
I had a mate once who rented an aircraft to do a bit of general handling and bash the circuit. He queried the fuel state on booking out and was told " it's OK G---- has long range tanks ( I think it was a c152) so you will have plenty of fuel. " On his penultimate circuit he made a full stop landing as the weather was closing in and he thought that he'd had enough after an hour an 10 mins or so. Taxied to the pumps and was gobsmacked to hear the Avgas hit the metal on the bottom of the both wing tanks - another circuit and he would have been making a deadstick landing! Ordinarily he would, like me, have made visial check but because the flight log looked like the A/c needed fuel, he hadn't and relied on unverified advice from the dispatcher. He now has a calibrated dipstick!
I am not familiar with the CT but note that dipping the tanks may be an unreliable way to verifiy contents due to there shallow but long construction. If this is a problem with type then all the more reason to watch the clock and work to a very generous margin.
Finally, just for the avoidance of doubt for anyone south of the border. Within 20 minutes flying time of the redoubtable Vince's Crash site were , in addition to Dundee airport (about 3 minutes away), Perth ( tarmac & grass with lots of fuel and good advice), Fife ( tayside aviation - great), RAF Leuchars (boys in blue will always accept an emergency) not to mention those overflown on your way to Dundee - Portmoak ( probably no Avgas but at least a safe landing site) Balado (again, lots of open space. ) Conversely, North of Dundee on a direct track to Kinloss I cannot think of any active airfields unless Edzell is still being used by Microlights? He had probably flown though one of the most well served concentration of GA airfields anywhere in Scotland - and not bothered to stop for fuel (or ask directions). Inexcusable!
Perth is a popular stopping point for a lot of traffic heading into the highlands and , from personal experience, I would commend this aerodrome to those unfamiliar with Scottish Airspace and local weather phenomena. It is a great overnight stop with engineering and all manner of facilities available. The same also applies to Cumbernauld and Fife where you will also be welcome.
this was the point I was rasing earlier in the same thread. Somethings just don't add up. However, I guess that the insurers will now have sat on Vince as they did to AJWTCX - whose accident was no doubt not of his own making either - I do not know the circumstances!
I had a mate once who rented an aircraft to do a bit of general handling and bash the circuit. He queried the fuel state on booking out and was told " it's OK G---- has long range tanks ( I think it was a c152) so you will have plenty of fuel. " On his penultimate circuit he made a full stop landing as the weather was closing in and he thought that he'd had enough after an hour an 10 mins or so. Taxied to the pumps and was gobsmacked to hear the Avgas hit the metal on the bottom of the both wing tanks - another circuit and he would have been making a deadstick landing! Ordinarily he would, like me, have made visial check but because the flight log looked like the A/c needed fuel, he hadn't and relied on unverified advice from the dispatcher. He now has a calibrated dipstick!
I am not familiar with the CT but note that dipping the tanks may be an unreliable way to verifiy contents due to there shallow but long construction. If this is a problem with type then all the more reason to watch the clock and work to a very generous margin.
Finally, just for the avoidance of doubt for anyone south of the border. Within 20 minutes flying time of the redoubtable Vince's Crash site were , in addition to Dundee airport (about 3 minutes away), Perth ( tarmac & grass with lots of fuel and good advice), Fife ( tayside aviation - great), RAF Leuchars (boys in blue will always accept an emergency) not to mention those overflown on your way to Dundee - Portmoak ( probably no Avgas but at least a safe landing site) Balado (again, lots of open space. ) Conversely, North of Dundee on a direct track to Kinloss I cannot think of any active airfields unless Edzell is still being used by Microlights? He had probably flown though one of the most well served concentration of GA airfields anywhere in Scotland - and not bothered to stop for fuel (or ask directions). Inexcusable!
Perth is a popular stopping point for a lot of traffic heading into the highlands and , from personal experience, I would commend this aerodrome to those unfamiliar with Scottish Airspace and local weather phenomena. It is a great overnight stop with engineering and all manner of facilities available. The same also applies to Cumbernauld and Fife where you will also be welcome.
Last edited by Munnyspinner; 15th Aug 2009 at 18:49. Reason: Further thoughts and typos
I'm afraid Vince rather reminds me of the most dangerous pilot I ever had the misfortune to fly with. The similarities are striking. The chap that scared me rigid was unable to see that he'd done anything wrong, was an extremely intelligent and well-qualified individual and never missed an opportunity for a bit of self-promotion. What he lacked was any sort of intuitive feel for flying safely, hence my unease.
In the case of the chap that scared me rigid, I took the unusual step of going to see the examiner who'd taken his GFT to express my concerns. The examiner felt a similar unease as to the chap's lack of natural ability, but told me that, on the day, he'd flown well enough to pass, so there was nothing that could be done.
For some reason, I've found myself getting asked to assist with the aftermath of a couple of aircraft accident cases in the last year or two. One common factor seems to be an element of arrogance by the pilot. Another common factor is that those that knew of the pilot's failings only spoke out after the event. Perhaps we should be more open about expressing our concerns when we sense failings in those around us. I've no doubt that some lives would be saved if we did. I'm still haunted by the words of one instructor after a fatal accident I was involved with; they were "I'd been meaning to have a word with him about his flying".................
VP
In the case of the chap that scared me rigid, I took the unusual step of going to see the examiner who'd taken his GFT to express my concerns. The examiner felt a similar unease as to the chap's lack of natural ability, but told me that, on the day, he'd flown well enough to pass, so there was nothing that could be done.
For some reason, I've found myself getting asked to assist with the aftermath of a couple of aircraft accident cases in the last year or two. One common factor seems to be an element of arrogance by the pilot. Another common factor is that those that knew of the pilot's failings only spoke out after the event. Perhaps we should be more open about expressing our concerns when we sense failings in those around us. I've no doubt that some lives would be saved if we did. I'm still haunted by the words of one instructor after a fatal accident I was involved with; they were "I'd been meaning to have a word with him about his flying".................
VP
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Vince you did very well indeed to keep calm in an unexpected and frightening situation. To change your landing plan in the heat of the moment and then go on to execute something you've only ever read about is more than I would have thought of or could pull off if I were in your place. 
What circumstances brought you to this position in the first place can best be described as 'open to investigation' and you are clearly doing all the right things in this respect.
Good luck to you.
Er... as you seem to be gifted with lady luck perhaps you could suggest the lotttery numbers for tonight?
What circumstances brought you to this position in the first place can best be described as 'open to investigation' and you are clearly doing all the right things in this respect.
Good luck to you.
Er... as you seem to be gifted with lady luck perhaps you could suggest the lotttery numbers for tonight?
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I did not run out of fuel, I ran out of margin for Kinloss (because of the cloud dodging and altitude I guess). I went for Dundee as agreed with the much more experience pilots who checked my flight plan. I had plenty of fuel visible in the port sight glass just before my turn, and when gliding. Will have to await the enquiry for explanation of engine cut. For the other guy's interest there is no mixture control on this type of engine.
Let's just be clear here, you flew right past Dundee before you decided to divert - if you accoun of the landing is correct. A long final along the beach would put you to the East of the field approaching the westerley runway over the two bridges. Therefore if , when you fuel state dropped to 5-7 Lt ( apparently 6lt are unusable) you were still on base leg. The 180 puts you back heading North and Cairpark GC is at the edge of the built up area. The rest is history.
However, I still maintain that the you left your decision far too late given that you were down to 12Lt ( 50 mins). A direct route from Barrow to Kinloss would keep you well to the west of Dundee and Perth woul dbe a much more logical diversion. However, if it had taken you 2 hours to fly the 140Nm from Barrow to Dundee then your speed over the ground was a paltry 60kts. This would give you ( with no margin) a flight time to Kinloss of a further 1Hr 10. Not 50 minutes. Your say nave shoudl have been giving you a speed o/g readout and simple maths would have given you due warning that you were experiencing some headwind.
What I don't understand is how you ended up to the North of Dundee when the airport is to the South where you had approached from. A more conventional approach to Dundee would perhaps have been a downwind join or base leg over the Tay. "Ye canny miss it" , was the advice I was first given. " just fly doon the water and aim at the middle span of the bridge." Or something like that ( with all respect to local accents) ATC at Dundee are great but have to mix in training and other GA traffic with commercials, Again, Perth would have been a much more logical stopping point with Dundee as a diversion. However, I accept the choice is yours and that you should be free to plan whatever you feel works.
Anyway, what I may think is pretty academic and falls into the heading of speculation. On the day, it was your call and your flight. I'm sorry you bent your aircraft and put your nearest and dearest through the trauma but am pleased you are alright. I suspect you are one of these people that will never see it the same way as the rest of us but then, we are all different. I would like to think and hope this won't happen to you again - whatever the real facts are. I doubt the AAIB report will be anywhere as entertaining as your 15minutes of media interest and doubt anyone will be that interested by then. 10 pages on a PPRUNE thread is a pretty good result - well done and thanks.
Last edited by Munnyspinner; 15th Aug 2009 at 19:51.
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Well, everyone & his dog seem to have had their say so I think I'm entitled as well.
As another low time NPPL(A)
Biggles, model aircraft,
Is this a "Biggles & the Red Baron meets Flight of The Pheonix, fairy story?
Vince, in my opinion, this whole sorry saga is entirely your fault.
The Scottish expression "It was'nae me, it was him an'a" does not apply.
Whether you had clearance to fly through the Edin zone or not, or talking to Scottish Information, or Dundee tower, is totally irrelevant.
Perhaps someone should point out that an Air Traffic Controller does not actually have physical control of the aircraft under their "control", YOU have.
If you had a concern regarding fuel quantity in the vicinity of the river Tay, why did you fly out of glide range of Dundee? You had approx 90 nautical miles of very inhospitable terrain to your destination. You were surrounded by fuel available airfields, Fife, Dundee, Perth, Strathallan, Cumbernauld, Edinburgh, East Fortune, Thornhill. Yet, on the advice of a childhood hero, you chose a tree, on a golf course with long grass fairways, a few miles north & the other side of town to your nearest airfield & you seriously expect people to believe this was your best option?
The press report your last position as, on a train wearing pyjamas & a yellow jacket!! What else is there to say?
As another low time NPPL(A)
Biggles, model aircraft,
Is this a "Biggles & the Red Baron meets Flight of The Pheonix, fairy story?Vince, in my opinion, this whole sorry saga is entirely your fault.
The Scottish expression "It was'nae me, it was him an'a" does not apply.
Whether you had clearance to fly through the Edin zone or not, or talking to Scottish Information, or Dundee tower, is totally irrelevant.
Perhaps someone should point out that an Air Traffic Controller does not actually have physical control of the aircraft under their "control", YOU have.
If you had a concern regarding fuel quantity in the vicinity of the river Tay, why did you fly out of glide range of Dundee? You had approx 90 nautical miles of very inhospitable terrain to your destination. You were surrounded by fuel available airfields, Fife, Dundee, Perth, Strathallan, Cumbernauld, Edinburgh, East Fortune, Thornhill. Yet, on the advice of a childhood hero, you chose a tree, on a golf course with long grass fairways, a few miles north & the other side of town to your nearest airfield & you seriously expect people to believe this was your best option?
The press report your last position as, on a train wearing pyjamas & a yellow jacket!! What else is there to say?
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Is it just me, or is anyone else rather worried that this chap could be airborne again tomorrow? In instances like this surely the maniac involved should have his licence suspended, pending the findings of the initial investigation?