Yak 50 wheels up at Breighton

[ianbishop]

Maybe I should start a new thread for this, but I'm interested how many variants on the 'last ditch checks' there seem to be. I was always taught downwind checks as BUMPFFHH and still think carefully about U and check the P even though I've never flown Retract Gear / VP Prop.. .. .When I was doing IMC training, as you never do a downwind leg, I was a bit thrown by this, but established a pattern of when I set QFE, I did downwind checks.. .. .I also (after 5 years of having PPL) learnt a new set of short finals checks since flying at Fife / Perth, which is CRAP - Carb Heat cold, Runway Visible / Clear, Approach Established and Stable, Permissions (to land).. .. .I *still* occasionally forget something (I'm also involved with gliding, got distracted during pre-winch launch checks, and forgot to check 'All Clear Above and Behind').. .. .The human beast is prone to forgetting things, which is why check lists and mnemonics came about. I have some sympathy with the 'There are those who have and those who will' school; they at least are not likely to go on a witch hunt against someone who makes a genuine mistake, but will try and turn it into a learning experience. I am old and cranky enough to recognise that I am capable of fouling up - I try to make sure that the foul ups are not too frequent and the consequences not too dire!!! <img border="0" title="" alt="[Wink]" src="wink.gif" />

[Shaggy Sheep Driver]

WB SATCO - no, it was G-BWVR at Barton. It didn't look too bad after the landing - ran along on retracted main wheels and tail 'handle'. It broke the prop and bent the flaps. Unfortunately, the engine was also considered to be 'shock loaded'. It was many-houred, and so was just replaced.. .. .Expensive :~(. .. .It was subsequently stripped down out of interest - no signs of wear or damage (the prop is wooden and shattered, and the engine was throttled back for landing).. .. .I'm not sure how you guard against gear-up landings other than with a warning horn. IMHO no amount of memorising checks or training will guarantee that in some unusual circumstance, the pilot will overlook this vital action. I've even heard of chaps chantinf the '3 greens' while touching the lever (which is still 'up') and glancing at the lights (which are glaring red). Strange thing, the human mind.. .. .When I was flying a 52, I was very aware of just how easy it would be to land gear up. If I had one or a share in one now, I would have a gear unsafe horn fitted if possible.. .. .SSD

[alphaalpha]

Saker:. .No No No. Definitely not! But having just re-read my last post, I can see how you misunderstood me.. .. .I was making two points:. .. .1. A true story (against myself) of how I could easily have landed wheels up, and the reason why (distraction).. .. .2. An example of distraction (an unexpected r/t call). This example came from a practice ILS approach I did last weekend. I was in contact with approach ATC and had told them that I would be going around, not landing. Normally, in this situation you would stay on the approach frequency. At 2 miles I was told to change to tower frequency. I queried this, explaining I would shortly be going around. Approach confirmed I should change. I changed. Tower soon cleared me for a low approach & go around. The reason for the switch was a vehicle on the runway. If it had not cleared in time I would have been told to go around early. Anyway, the point of the story was I was distracted by the unexpected and the result was I was 1/2 scale left of the centeline as I approached decision altitude. Not good. My fault, I should have just got on and changed frequency and concentrated again on the approach.. .. .Of course I agree that radio calls, red flares, red lights were all appropriate in the situation.. .. .I did once watch a wheels up landing and felf very helpless being quite unable to anything to prevent it.. .. .Regards.. . . . <small>[ 22 March 2002, 17:33: Message edited by: alphaalpha ]</small>

[Yosser]

Saker. .. .Some of the thread is very useful and thought provoking, and I have found it informative.. .. .Then there are your contributions................. .. .You are remarkable well informed for someone who did not witness the incident.. .. ."Very fast" approach........not true.. .. ."huge cough - huge bang".........not true, normal stutter on opening up on M14P. .. ."25 - 30 metres to go"..........out by an order of magnitude. .. .And the spiel about needing a NOTAM before carrying out aerobatics over an unlicensed airfield (which incidently HAS got a CAA exemption for airshow practise on the North side), which bar room lawyer made that up? In the open FIR compliance with Rule 5 and Rule 18 are all you need. . .. .We can all learn from factual accounts of such incidents, speculation we can leave to the tabloids.

[javelin]

Erect - yur spalling is abosmel, You were drunk Sir !

[Yosser]

Sakar,. .. .Wrong again.

[Fast Erect]

Ee-oop sithe.

[The Mad Russian]

I have found some of the contributions to this thread both factual and informative.. .. .Speaking as a relatively experienced commercial pilot (11000 hours – a significant amount of that heavy jet P1) however as a relatively in-experienced display pilot just starting his second season… . .. .The pilot concerned in this incident was as far as I am aware highly experienced. He apparently held a DA, as I understand the situation he was operating within the limitations of that authorisation (the particular airfield in question had been granted an exemption). He still made an error that to some, would seem basic! I think there is a warning to us all here, no matter how experienced we consider ourselves to be!. .. .Personally when it comes to flying any low-level aerobatic sequence in a new aircraft type I take my time to get to know that new aeroplane. I will go to altitude and practice recovery from erect, inverted, accelerated and flat spin modes and other unusual attitude recoveries (from the vertical i.e. tail slides being most important). I accept this is only possible in unlimited/advanced aerobatic aircraft, although the Yak 50 was one of the safest and most forgiving unlimited types I have flown to date. I will become familiar with emergency spin recovery techniques including using power on and full in-spin aileron (erect and inverted) to reduce recovery time/altitude. I do all this before bringing any sequence near to the ground, this work up takes me hours not minutes… may be this is due to my relative in-experience with display flying or just because I’m a coward and don’t want to hit the ground in uncontrolled flight!!. .. .I also try to resist any peer pressure, all your mates at the airfield want to see the new mount being put through it paces at low level! I resist until my sequence is absolutely ready… again because of my allergy to hitting the ground! I would not like to suggest that this was a factor in this incident….. .. .Just maybe the unfortunate pilot of this particular Yak 50 took on a little too much for his first flight on his new aeroplane (not helped by having to land an unfamiliar type back at a fairly short strip)…. Ending in a basic but expensive error! . .. .Incidentally the in the day job aeroplane, should you forget to put the gear down, the co-pilot will probably shout at you….. If he also forgets the aeroplane will shout at you (gpws ‘too low gear’)!!! After that the chief pilot will almost certainly shout at you!!