While waiting as number two for departure on runway 06 at FVCP, the aircraft ahead obtained ATC & departure clearance from the tower and carried out a normal take-off. Within 20 seconds after take-off, the pilot requested to return for landing due to an open fuel cap. The request was made in what sounded like a very calm manner.
The tower responded to the pilot and asked which runway he would like. The pilot responded (again in a very calm manner) that he would like 06. The tower then responded in a questioning and almost dubious tone “Are you sure you would not prefer runway 24?”
This clearly planted the seed of doubt in the pilots mind and he then replied (very unconfidently and uncertain) that he would like runway 24.
The pilot then executed a relatively tight, left hand teardrop to reposition on final for runway 24. This required a non-standard procedure that the pilot was probably unfamilliar with, and left him high and fast with a tailwind of approximately 8 knots.
Safety Risk
A relatively non time-critical, in-flight situation became a rushed, non-standard, unstable in-flight situation. This resulted in the aircraft ending up high and fast on the approach and a deep landing followed. Due to excessive braking after touchdown, the wheels were noted to be intermittantly locking and skidding (as evidenced by the smoke coming from them). At one point, it appeared that the left wheel was completely locked and that the aircraft had begun to yaw towards the edge of the runway.
Although the PIC has full and final authority over the aircraft, the doubt that was placed in his mind by ATC caused him to change his initial decision and end up in a dangerous situation.
Solution
A relatively non time-critical, in-flight situation became a rushed, non-standard, unstable in-flight situation. This resulted in the aircraft ending up high and fast on the approach and a deep landing followed. Due to excessive braking after touchdown, the wheels were noted to be intermittantly locking and skidding (as evidenced by the smoke coming from them). At one point, it appeared that the left wheel was completely locked and that the aircraft had begun to yaw towards the edge of the runway.
Although the PIC has full and final authority over the aircraft, the doubt that was placed in his mind by ATC caused him to change his initial decision and end up in a dangerous situation.
Solution:
Pilots should never be pressured by ATC into unsafe situations. Remember that the controller is in no danger at all, sitting in the tower, and although they may be trying to offer assistance, the pilot must make an informed and qualified decision that is not influenced by ATC.
This topic is best introduced by the following three examples
A CPL pilot conducting an approach to land with an approaching storm front in the vicinity encounters wind-shear and elects to go-around. He requests the into-wind runway and positions for another approach, only to find that the wind has shifted. Once again, he is making an attempt to land in adverse conditions with a estimated crosswind component in excess of both his own and the aircraft limitations. Electing to conduct another go around he was confronted by ATC who, in the middle of the go-around, wanted to know who the pilot in command was. The pilot ignored the question and got on with flying the aircraft managing to land on the third attempt.
During Instrument Recurrent training a pilot was established on the ILS for runway 05 at FVHA in cloud and out of site of the ground. Prior to passing the outer-marker he was instructed to “Break off the approach to the left immediately and position to the North of the field due departing traffic”. At this point the aircraft was below MSA, still in cloud and not visual with the ground. The ATC controller was not radar equipped and had no way of ascertaining the aircraft’s exact position or altitude. The pilot responded “Unable”, continued the approach and, on breaking cloud, informed the controller that he was now clear of cloud and was breaking of the approach and proceeding VMC back to FVCP.
A CPL pilot conducting a flapless approach during a flight test was instructed to tighten his circuit and position number one. He immediately turned base and commenced his descent from circuit altitude cutting short his downwind checks. Turning final he realised he was too high and too fast – the result was a touch down half way down the runway and, if it were not for a good set of brakes, he would have gone off the other end.
In the first two examples the pilots were able prioritise their tasks correctly and disregarded the ATC requests and instructions on the basis that they were both unsafe and procedurally incorrect. In the third example the pilot, in his eagerness to follow the controllers instructions, disregarded procedure by omitting his checks and ended up putting himself under undue pressure. On realising he was high and fast he should have elected to go-around, but to save face pressed on with the approach, resulting in a near over-run of the runway.
Safety Risk:
The tendency of some controllers to exercise positive control over aircraft without the means of ascertaining position and altitude, or to put a lower priority on particular types of traffic, results in pilots getting instructions that if followed will put the safety of the aircraft at risk. The uncertainty these instructions bring to the cockpit put the pilot under stress and greatly increase the workload often resulting in the pilot focusing on the ATC instructions and disregarding all other aspects of the flight.
Solution:
Pilots should validate ATC instructions and question them if they are deemed to be unexpected or unusual. The following pointers are offered to assist pilots in ascertaining the quality of ATC instruction they receive.
Proper preflight preparation will allow the pilot to determine what type of ATC services and instructions he can expect in a particular controlled airspace. Armed with this knowledge he is well place to pickup and question any instruction that is not in line with the airspace been flown in. It will also mean that if controller validation or training is scheduled you will be that much more vigilant.
The main function of ATC is to ensure the smooth flow of traffic and provide assistance to aircrew. Any instruction or communication that a pilot deems as not meet these objectives should be questioned or disregarded until work load permits questioning. If you can’t comply with an instruction just say “Unable” and get back to flying – remember (ANC) Aviate Navigate Communicate!
ATC instructions should be according to ICAO standards ie they should be short, unambiguous and use standard phrases. Any time it is felt that a clearance is longer than required or states the obvious the pilot should be aware that controller may not be up to speed and he should pay close attentions to instructions an look out for errors. Rememebr short term memory is 7 items. A clearance like – “Cleared for the left hand circuit runway 06, circuit altitude, after departure a left turn, next call down wind” sounds okay but could be given as “cleared for the circuit O6, downwind next” given:-
all circuits are published as left hand,
you cannot turn right and fly a left handed circuit,
circuits altituded is published as 1000 AGL for piston aircraft.
Listen out to all radio calls even if they are not for you – they will help you build up a metal picture of what is going on in the airspace around you and if you hear pilots / controllers making incorrect calls or errors in ATC read backs it’s going to give you the heads up to be on the lookout for mistakes that may put you at risk.
Remember that the ultimate responsibility for the safety of the aircraft lies with the commander. The controller will get to watch the crash while you’ll get to experience it first hand! When in doubt question!
We are all human and all make mistakes! By reporting safety issues you do not cost anyone their job or licence, but ensure you play you part in acertaining areas of risk within the industry, that, through training and /or policy, can be mitigated making the skies safer for everyone. Speak up! it may be your own life you save!
Do you have any thing you may wish to add? feel free to comment.
A recent safety report regarding fuel and oil caps being left off or loose prior to a flight as brought this issue to light. On no less than three occasions the oil cap was found to be left off and the student found strapped in and ready to go – instructor intervention has prevented this from becoming an incident / accident. I am sure that there have been other occasions where the dipstick has not been inserted correctly and that mere luck has kept the dip stick from moving out during the flight allowing oil to escape from the engine.
Safety Risk:
If oil escapes through the filler cap or dipstick openings it will normally fall to the bottom of the cowling and blow out underneath the aircraft. The decreasing amount of oil in the system will mean that oil temperatures rise, as less oil is doing the same amount of lubrication. This would not normally be noticed a pilot on a training exercise as the oil temperature is fluctuating any way with the changing work load on the engine as training maneuvers are conducted. Thus the first a pilot will know of the problem is when the oil falls to a level where engine oil pump begins to suck air and is unable to maintain oil pressure.
Solution:
It is the Pilots responsibility to check this prior to flight! This being said SAFETY is EVERYONES RESPONSIBILITY! This is the underlying foundation of safety in all operations.
Regardless of whom the ultimate responsibility lies, we should ensure that fuel and oil caps are secured and dip stick correctly fitted at all times. If you are required to put oil in an aircraft then make sure you play your part in the “Safety Chain” and leave the aircraft ready for flight despite what you may have been told by the pilot. If he or she forgets to check, then at least you have them covered and have prevented an incident. Be proactive … tell them they forgot to check!
Students are students and they will forget or mess up. So if it is a learner pilot, make sure the instructor has checked prior to allowing the student to get airborne.
Make sure you don’t leave Safety Traps for others to fall into!
Do you have any thing to add? Feel free to comment.
The following information has been prepared due to the increasing number of pilots arriving unprepared for their flight tests. The pilot wishing to conduct a licence issue or renewal flight test must be fully prepared for the test, and know what is expected of him/her. The following guidelines should assist the applicant:
PRE-FLIGHT PREPARATION
GENERAL
The following must be presented to the examiner (ideally before it is asked for!):
Met Briefing – T/off, En-route, Destination, Alternate
Fuel Plan – T/off, En-route, Destination, Alternate
There will be an oral exam on IFR, charts & procedures, aircraft technical and any other area that the examiner may choose.
If the above preparation is incomplete or below standard, the examiner will call off the test and the fee will still be charged!
Airborne
The applicant is theoretically in charge of the flight
The examiner will therefore accept his/her conduct during the flight test as being how he/she normally operates
The flight test is basically a simulated flight with the examiner behaving as a passenger
No assistance will be offered to the pilot, who is responsible for the aircraft, unless the examiner feels that the flight is being conducted in an unsafe manner
REQUIRED STANDARDS
Altitude Control – ±100’ Maximum
Heading Control – ±10° Maximum
Speed Control – ±10 kts Maximum
Isolated, momentary deviations, which are corrected immediately may be accepted.
IMMEDIATE FAIL REASONS
IFR
Failure to carry out required checklists & procedures
Descent below published minimums without the required visual reference
Descent on the glide-slope without being established on the localiser (within 2 dots and stable)
Descent beyond the FAF without being established on the QDM or QDR (within 5° and stable)
Failure to initiate a go-around if the approach becomes unstable i.e. full scale deflection of localiser or glide-slope, excessive ROD or unstable speed control etc.
Failure to comply with ATC (unless it is not safe to do so), in which case ATC must be advised.
VFR
Failure to carry out required checklists & procedures
Failure to successfully demonstrate the forced landing procedure (S/E)
Failure to correctly demonstrate S/E operating procedures and techniques (M/E)
Failure to comply with ATC (unless it is not safe to do so), in which case ATC must be advised.
At the discretion of the examiner, some exercises may be repeated in flight.
If the pilot feels that he/she has failed the test, he/she may elect to call off the flight.
If the examiner decides that the pilot has failed the test, the pilot will be advised of the reason and the pilot may decide to continue with the rest of the exercises or to abort the whole exercise. If the pilot chooses to continue the test, and successfully completes the remainder of the exercises, he/she will only have to re-do the failed portions.
Please do not waste your money and the examiners time & patience! Arrive prepared!
Please remember to bring your ID and cash, or a valid Security Pass when you come to the airport. It doesn’t matter that you were here yesterday or that your pass has just expired, either way, you are not going to have a pleasant experience.
Guthrie Aviation has appealed to the Airport Management for an understanding and customer oriented approach to security. The fact is that we do not have any control over Security at the Airport and there is nothing we can do to assist other than to provide you with good warning.
Safety Risk:
You should be aware of the passes used at your airfield and be ready to challenge ANYONE without a pass as security is everyones responsibility. The following passes are used
Crew Member Pass
Diplomatic Pass
Administrative Pass
Temorary Pass
You are reminded that all airports are controlled area, and as such access to them is restricted. Your pass only allows you access to the areas deemed necessary for you specific role at the airport and then only while on official duty. Use of your pass at any other time is a violation of the terms of use and may lead to you loosing your privileges.
You are reminded of the following requirments:-
Pass must be on display when in controlled areas.
Reflective vests must be worn when airside.
Submit to search when requested by security.
Do not take photos of the restricted area.
Surrender your pass when you leave your company.
Inform pass office if your pass is lost.
Apply for new pass three month prior to your pass expiry.
Do not lend you pass to a third party.
You are also required to have a vehicle pass and a Airside Drivers Permit (ADP) should you wish to drive air side.
