Professional Documents
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Vector 1997 Issue-3 PDF
Vector 1997 Issue-3 PDF
Cover Photographs
R22 and R44 of Helicopter Training College Ltd, over the environs of Auckland.
ISSN 1173-9614 Photographs taken by John King for Helicopter Training, and provided to us by
courtesy of the Company CFI, Ray Wilson.
1997, Issue 3 VECTOR
2
Safety Seminars
We urge you to attend
whichever type of seminar Thursday 10 July, 7.00 pm 10.00 pm. Sunday 20 July, 9.30 am 12.30 pm
Heli-Kiwi Seminar. Presented by Heli-Kiwi Seminar. Presented by
is close to or most Ray Wilson. Ardmore Aerodrome, at Neil Scott. Wanaka Aerodrome, at the
Auckland Aero Club. Flightdeck Caf.
convenient for you.
Saturday 12 July, 9.30 am - 12.30 pm Monday 21 July, 7.00 pm 10.00 pm
This years series of Safety Seminars is Heli-Kiwi Seminar. Presented by Heli-Kiwi Seminar. Presented by
about to begin. Bernie Lewis. Whangarei Aerodrome, Neil Scott. Franz Josef, at Franz Josef
The theme is Pressures on Pilots, but at Northland Districts Aero Club. Glacier Hotel.
similar pressures are, of course,
experienced by others in the aviation Saturday 12 July, 9.30 am 12.30 pm Saturday 26 July, 9.30 am 12.30 pm
industry, and you dont have to be a Heli-Kiwi Seminar. Presented by Heli-Kiwi Seminar. Presented by
pilot to attend. In addition, while each Ian Wakeling. Masterton Aerodrome, Ian Wakeling. RNZAF Base Ohakea,
of the fixed-wing and rotary-wing at Heli-flight Wairarapa. at Theatrette. Details below*.
seminars will have a slant towards those
Sunday 13 July, 9.30 am 12.30 pm Wednesday 6 August, 7.00 pm 10.00 pm
particular types of operations, they are
Heli-Kiwi Seminar. Presented by Heli-Kiwi Seminar. Presented by
open to all. And, not just pilots you
Ray Wilson. Whakatane, at Whakatane Neil Scott. Christchurch Airport, at
may be an engineer, non-flying Canterbury Aero Club.
District Council building.
manager or connected in some other
way to the aviation industry. These Tuesday 15 July, 7.00 pm 10.00 pm Thursday 7 August, 7.00 pm 10.00 pm
seminars will be of benefit to all in Heli-Kiwi Seminar. Presented by Aero-Kiwi Seminar. Presented by
the aviation industry we urge you to Bernie Lewis. Taupo Aerodrome, at Russell Baker. Twizel, at Mackenzie
attend whichever type of seminar is Taupo Aero Club. Country Inn.
close to or most convenient for you.
Wednesday 16 July, 7.00 pm 10.00 pm Sunday 10 August, 9.30 am - 12.30 pm
The presenters are all experienced and
respected pilots from the New Zealand Heli-Kiwi Seminar. Presented by Aero-Kiwi Seminar. Presented by
aviation industry who, with the support Ian Wakeling. Nelson Airport, at Air Russell Baker. Invercargill Airport, at
of CAA, are giving their time, expertise Nelson Training and Administration Southland Aero Club.
Centre.
and wisdom to help make a difference
to aviation safety. They will be able to Thursday 17 July, 7.00 pm 10.00 pm Monday 11 August, 7.00 pm - 10.00 pm
give simple and practical advice derived Heli-Kiwi Seminar. Presented by Aero-Kiwi Seminar. Presented by
from their many years of experience. Ray Wilson. Taieri Aerodrome, at Russell Baker. Queenstown, at
The schedule for July and August is Otago Aero Club. Sherwood Manor Hotel.
printed on this page. In addition, watch
for posters at your local aviation Sunday 20 July, 9.30 am 12.30 pm Sunday 17 August, 9.30 am - 12.30 pm
organisation for a seminar near you. Heli-Kiwi Seminar. Presented by Aero-Kiwi Seminar. Presented by
Bernie Lewis. Hastings Aerodrome, at Russell Baker. Greymouth Aerodrome,
Hawkes Bay and East Coast Aero Club. at Greymouth Aero Club.
En route
Stay at or above the larger aircrafts final approach flight path. Note its
touchdown and land beyond it.
Wind
Less than
760m
Touchdown
Avoid flight below and behind a larger aircrafts flight path. If a larger aircraft is points
observed less than 1000 feet above you on the same track (same or opposite
direction) adjust your position laterally, preferably upwind.
A fire officer inspects the wreckage of the Lancair as it rests partially submerged in the Pauatahanui Inlet, near Wellington. Photograph by Mark Round, Dominion.
The reporter (a flying instructor) and the pilot trip with diversions around weather and Dave called a Mayday and completed
in command of this aircraft experienced what an early stop required in Hamilton to some checks but was mostly
every pilot hopes will not happen to them. get gas and relieve my Woolworths concentrating on where we were going
This account shows the importance of staying bladder. After topping up in Hamilton to land. Because this aeroplane was not
calm (relatively), remembering to Aviate, we went through to the west coast just built to glide well and has a considerable
Navigate and Communicate, and keeping south of Raglan and took a straight line landing distance, there were no paddocks
current on forced landing procedures. down the coast and through tiger big or near enough in which to land. Our
country to Hawera. Some localised cloud only other option was into the inlet.
Contrary to popular belief I was not between Hawera and Wanganui took us Luckily, because we regularly fly around
looking for an excuse to go swimming down to 700 feet, but that cleared and Wellington, landing in the water has
I had one of those experiences that proves we were back at 1500 feet for the rest of always been a likely option to be
the old joke to be true. You know the the trip down the west coast, past considered. But we had to make it to the
one, The only reason an aeroplane has Paraparaumu and then on the home run water, and this was not as easy as it would
a propeller up the front is to keep the into Wellington. seem, as we were now over the hills to
pilot cool, because you watch them sweat After we had called Wellington Tower and the northwest of the inlet.
when it stops going around. been identified and cleared to enter the All hell was breaking loose inside the
Control Zone, we headed towards cockpit as Dave tried to restart the engine
Ive survived this crash, Avalon. Just as we were crossing the twice, fly the aeroplane, choose a landing
and now Im going to eastern side of the Pauatahanui Inlet, site, as well as having the controller ask
however, the engine stopped no for another position report. Dave and I
drown ... warning, no coughing, no spluttering worked together confirming each others
just silence. We began some immediate decisions proving that two heads can
I wouldnt say that I sweated, but the stress actions and it roared back into life at be better than one.
level went through the canopy. about 80 percent power. Dave (pilot The sensation was one of plummeting
I was a first-time passenger in a flying) advised the Tower that we were as opposed to gliding, and we had to pick
homebuilt Lancair aeroplane, which is a going back to Paraparaumu due to low our way down to the water very carefully.
two-place fibreglass, high-speed fuel; it was the first thing that came to The landing had to be downwind so that
aeroplane with short stubby wings mind. After the call, and after we had we could land in the clear shallow water
designed for speed not for gliding. started a lefthand turn back towards and not on the nearby rocks. We were
We were coming home from the Paraparaumu, the engine stopped again. losing height very quickly and I estimate
RNZAC national competitions in This time it stopped totally which is that we were doing about 1000 feet per
Whangarei, and it had been an interesting when all the action started. minute down and maintaining 80 knots,
Uncommanded Sliding
Seat
The following report was taken from a
club newsletter, and it highlights an often
neglected part of a preflight inspection
that is worthy of consideration.
The Cessna 172 pilot and his three
passengers were leaving for a one hour
local scenic flight. At a height of 40 to
50 feet the aircraft nose was seen to pitch
violently up and the power suddenly aircraft, for applicable serial number upward force applied by the occupant
reduced to idle.The aircraft subsequently ranges, requiring detailed inspection of on the shoulder harness. This can be
stalled heavily into the ground, with the the seat tracks to preclude the possibility caused through several reasons:
pilot suffer ing a broken leg and of lock pin disengagement. These are The knurled clamping bar on the lap
passengers suffering minor back injuries. repetitive inspections at 100 hour belt that clamps the webbing is worn
intervals. or rusty and loses its clamping effect.
Where this condition exists, the belt
Loose Shoulder should be replaced.
Harness The webbing is worn or abraded, and
The second occurrence refers to the the knurled clamping bar can not
shoulder-harness to lap-belt connection. provide the required grip on the
The submitter reports that the webbing.Where this condition exists,
connection became loose at the the belt should be replaced.
shoulder-harness to lap-belt attach stud The seat belt buckle is positioned
location. Investigation revealed that the incorrectly, ie, in the centre of the lap
plastic bushing on the shank of the of the occupant. The submitter
The cause of the accident was the pilots shoulder harness lock stud (on the lap suggests shortening the lap belt (the
seat moving rapidly fully aft. The pilot, belt) had broken and was missing, half with the buckle end) so that the
with his hand on the throttle, was taken resulting in a totally unreliable shoulder locking assembly is positioned more
by surprise and pulled both the control harness. Replacement of the plastic towards the thigh of the occupant.This
column and the throttle aft with him. bushing (part number S-2237-3) cured provides for a greater angle across the
Unable to move the column or throttle the fault. Cessna Service Bulletins MEB occupant and reduces the tendency
forward the aircraft stalled. There was 96-4 and SEB 96-2 refer. for upward force to loosen the lap belt.
insufficient height to recover the
situation. CAA Comment
Where the last option above is selected
CAA Comment as the only cure to the problem, operators
While it is important to ensure that seats should ensure that there are no
are correctly locked in place, it is equally promulgated modification restrictions on
important that thorough inspections of the belt and that the belt modification is
seat tracks and locking mechanisms are done in accordance with approved
carried out during maintenance. Cessna modification data from the manufacturer,
introduced Service Bulletin SEB89 in an approved design organisation, or the
April 1989 which provides for the CAA. Reference material for webbing
installation of secondary seat stops on the Loose Front-Seat Lap replacement procedures is contained in
pilots seat to limit the amount of FAAs AC43.13-1A. Before attempting
rearward travel in the event that the Belts any seat belt modification, the
primary seat lock fails. CAA New During operation in turbulence, or operator should ensure that the seat
Zealand also issued Airworthiness during sudden deceleration, the lap belt belt assembly is the correct part
Directives for Cessna 100 and 200 Series tension was being loosened by the number for that installation.
t is no secret that inflight icing 1) reliance on aerodynamically balanced airplane provides longitudinal stability by
I compromises the function of airfoils.
In all cases, ice accumulation reduces the
elevators without power boosting, creating downward lift to compensate for
the downward pitching moments of the
2) very efficient flaps,
efficiency of an airfoil so that its ability wing and fuselage. In cruising flight, those
3) non-tr immable stabilizers in
to produce lift is decreased and its stall pitching moments are relatively small so
conjunction with efficient airfoils, and
speed is increased. Ice is a detractor to all that the required (downward) lift can be
airfoils at all times and has serious safety 4) relatively small stabilizers. produced by the tail with a minimal
implications. Many air planes are susceptible to (downward) angle of attack. During the
Traditional icing cautions have focused tailplane icing, but these four approach phase of flight, the required
on the effects of wing icing, such as characteristics are most common among (downward) angle of attack on the tail
reduced lift and increased stall speed. In the newer turboprop designs and are changes considerably.
recent years, a new generation of particularly found in those airplanes Second, when the flaps are extended, the
airplanes has demonstrated susceptibility designed for commuter operation. In fact, wing center of lift moves aft, increasing
to control problems due to icing. The the FAA has issued nine ADs against six its downward pitching moment. Further,
aerodynamic logic is identical, but the airplanes in this category: the YS-11, the when the flaps are extended, the
results are far different. BAe Jetstream 3101, the ATR 42, the downwash over the horizontal tail is
increased, which creates a higher
(downward) angle of attack when the tail
needs to produce greater (downward) lift.
Due to these combined effects, airplanes
with very efficient flaps and relatively
small stabilizers may operate close to
maximum CL at the tail on final
approach with flaps extended. In that
condition, even a small amount of ice
could cause the tail to stall.
Third, tail surfaces are smaller than wing
surfaces and, therefore, accumulate ice
more efficiently.And, any given thickness
of ice will have a more adverse effect on
the tail due to its smaller leading-edge
And while the icing effects discussed in Saab SF-340A, the Embraer 110 and the radius and the ratio of thickness to chord
this article can affect virtually any Cessna T-303. length.There are reports of ice accretion
airplane, newer turboprop designs in the on tailplanes three to six times thicker
Turboprops are thought to be more
lightweight to mid-weight category with than ice on the wing and two to three
prone to tail-icing problems because of
sophisticated computer-designed wings times thicker than ice on the more visible
their operating environment at lower
seem to be the most vulnerable. windshield-wiper arms or some other
altitudes and speeds where ice-avoidance
protrusion. Many pilots routinely allow
options are limited.
Elevator Effects one inch of ice to accumulate on the
Research in this area is far from complete, wing leading edge before operating the
In recent years, a number of accidents
and many of the conclusions and actions boots. In such cases, as much as three to
and incidents have occurred involving
are, necessarily, anecdotal. six inches of ice could have accumulated
uncommanded airplane pitch down
during or shortly following flight in Loss of elevator effectiveness in icing on the tail, and that ice may not be shed.
known icing conditions.These incidents conditions is the result of several Remember too, that even equal
almost exclusively involve airplanes with interrelated factors: accumulations of ice will have a greater
the following design characteristics: First, recall that the horizontal tail of an effect on the tail.
Airframe Icing recovering. As the nose approached the to carry out frequent icing checks, and
The aircraft was engaged in night flying, horizon, the aeroplane again pitched the commander allowed the ice to
Whilst at FL40, in VMC on top, the down hard and the commander selected accumulate, as the thickness was less than
righthand vacuum pump warning light flaps up as he was pulling back, and again that required for de-icing boot operation.
illuminated, so the instructor elected to regained level flight. The aeroplane felt The aircraft was simulated asymmetric,
return to his base airfield. They were totally unstable in pitch with an and the student began to experience
required to join the hold at 4000 feet oscillatory motion. He exercised the de- difficulty maintaining altitude. After
QNH, which coincided with a thick icing boots and almost immediately the prompting, he eventually maintained
layer of stratocumulus. The outside air aircraft felt normal. level flight at an attitude 3 to 5 degrees
temperature was 5C and the aeroplane He transmitted a PAN call informing nose-higher than nor mal, with an
started to accumulate ice. The water increase of 5 inches of manifold pressure
ATC that he had exper ienced an
droplets were tiny, and the ice accrual to the live engine to maintain indicated
uncontrolled pitch down, but it now
rate was very slow. The commander airspeed.
appeared under control. The approach
elected not to activate the de-icing boots was continued and a flapless landing was The commander was surprised by the
for fear of losing the second gyro pump made. significant reduction in performance for
and by implication both artificial a relatively small amount of ice accretion,
The pitch down was quite severe, but the
horizons. Instead, he monitored the ice and he was, therefore, using the
commander found it impossible to recall
using the wing-ice lamp. The ice was opportunity to make a training point to
height/speed/attitude parameters. It is
affecting only the extreme leading edge the student. However, a student passenger
highly probable that the landing gear and
of the wing and looked slightly larger in the back advised him that there was a
flap speeds were exceeded, and the large amount of ice on the stabilator.
than a ragged sugar cube. The
commander did not consider the small commander distinctly remembered that The structure of the stabilator ice was
amount of ice to constitute a handling the pull-out from the second dive was similar to that on the leading edge
hazard. not what he would wish to inflict on a of the mainplane, but with little flow-
Seneca. back and a more pronounced beak
Dur ing the outbound leg of the
procedure, the wing-ice light failed and, After shut-down there was significant ice of approximately half an inch. The
although the pilot had a small torch, this on the stabilator. commander operated the de-icing boots,
was ineffectual in further ice checks. Shortly after details of this were reported, with complete success on the mainplane
During the inbound turn, the aircraft an instructor who had been flying a few leading edges. However, there was only
broke cloud at about 2500 feet. The hours earlier that day reported the partial clearance on the stabilator of about
student was flying the aircraft and, following: 30 to 40 percent, and two further
although he had been struggling to operations of the boot were required to
He had been asked to remain in the hold
maintain accuracy, he hadnt passed any effect a full clearance,
at 4000 feet QNH for approximately 25
comment on the feel of the aircraft. minutes. There was a stratus layer, base The aircraft was climbed to 5000 feet,
After completing the landing checks, the 2400 feet with tops at 4200 feet and the out of icing conditions, for the remaining
descent was commenced at 2000 feet on OAT was 3C at 4000 feet. The pilot holds, but picked up moderate ice during
the glideslope and flap 25 was selected. noticed that ice started to accumulate on the descent, which cleared with the boots
Almost immediately, the aircraft started the leading edges in a granular open but required a further inflation to fully
pitching down, and the instructors structure. Due to the small water droplets, clear the stabilator.
instinctive reaction was to pull back with the rate of accretion was slow but steady, The captain of the second aircraft pointed
both hands.The aircraft did not respond and there was minimal flow-back over out that the degradation of performance
for a few alarming seconds before the leading edges.The student was failing was considerable, given the amount of
1 Weight and Balance 15 min 1987 The New Zealand titles are produced on a limited budget, the first 11
2 ELBA 15 min 1987 using low-band equipment. Quality improves in later titles. While
3 Wirestrike 15 min 1987 technical quality may not be up to commercial programme standards,
4 Mountain Flying 15 min 1988
the value lies in the safety messages.
5 The Human Factor 25 min 1989
6 Single-pilot IFR 15 min 1989 To Borrow: The New Zealand tapes may be borrowed, free of charge,
7 Radar and the Pilot 20 min 1990 as single copies or in multi-title volumes.Vol A contains titles 1 to 8,
8 Fuel in Focus 35 min 1991
9 Fuel Management 35 min 1991
Vol B titles 9 to 14,Vol D titles 15 onwards.The Australian programmes
10 Passenger Briefing 20 min 1992 are on a multi-title tape, Vol C. Contact CAA Librarian by fax
11 Apron Safety 15 min 1992 (0-4-569 2024), phone (0-4-560 9400) or letter (Civil Aviation
12 Airspace and the VFR Pilot 45 min 1992 Authority, PO Box 31-441, Lower Hutt, Attention Librarian).
13 Mark 1 Eyeball 24 min 1993
14 Collision Avoidance 21 min 1993 There is a high demand for the videos, so please return a
15 On the Ground 21 min 1994 borrowed video no later than one week after receiving it.
16 Mind that Prop/Rotor! 11 min 1994
17 Fit to Fly 23 min 1995
To Purchase: Obtain direct from Dove Video, PO Box 7413,
18 Drugs and Flying 14 min 1995 Sydenham, Christchurch. Enclose: $10 for each title ordered; plus
19 Fatal Impressions 5 min 1995 $10 for each tape and box (maximum of 3 hours per tape); plus a $5
20 Decisions, Decisions 30 min 1996 handling fee for each order. All prices include GST, packaging and
21 To the Rescue 24 min 1996
domestic postage. Make cheques payable to Dove Video.