JUST LIKE RIDING A BIKE?

Riding a bicycle is a skill we generally learn as children. Over time, we tend to ride less and less, relying on other means of transport, exercise and entertainment. When the situation arises though, we often have no trouble remembering how to ride in our adult lives.

JILL BAILEY Flight Operations

Jill Bailey has been Head of Flight Operations for over 10 years. Jill holds a CASA PPL (A), has RAAus Pilot Examiner and Instructor Training Approvals, was a former RAAus CFI and has been an instructor with RAAus for over 15 years. Jill and her husband Norm previously owned a music store for 20 years and built a Jabiru taildragger kit which they flew all over Australia. jill.bailey@raaus.com.au

The expression “just like riding a bike” has some merit, in terms of muscle memory, retained skill and hopefully not falling off and hurting ourselves. Flying an aircraft can be a similar experience, as we retain the basic skill of controlling an aeroplane after a period away from flying.

Unlike riding a bike though, there are challenges that occur when flying after a long break. The muscle memory remains, but the higher-level skills like decision making, making radio calls, circuit procedures and situational awareness become much rustier than the practical aircraft control inputs.

When we decide to return to flying after a break, there are many factors to consider. Let’s break them into relevant areas and include some solutions to manage them, making our return to flying safe for us, our passengers and other airspace users.

The Aircraft

If the aircraft you’re flying hasn’t been used in some time, you’ll need to confirm it is fit for flight. Ideally this review should occur well before the day of the flight, looking at factors such as:

Tyre pressure & flat spots

Fuel octane degradation

Flat or low residual battery charge

Dried out or leaky valves, hoses or gaskets

Loss of brake or hydraulic fluid

Airframe corrosion

Hydroscopic oil

Overdue maintenance

The list goes on and may be conducted using the airframe, engine and propeller manufacturer checklist, annual maintenance requirements, return to service bulletins or discussing the situation with an experienced L2 or LAME.

THE PRE-FLIGHT INSPECTION

Consider your pre-flight inspection as though the aircraft is not yet airworthy, and will only be airworthy once your inspection confirms this. This mindset forces pilots to really think about what they are looking at and confirm all aspects of the aircraft are safe and ready, including the paperwork and maintenance information. Additionally, it can be very worthwhile to have another pilot or maintainer look over the aircraft and paperwork. We all become too familiar with our own aircraft. Personally, I like having other pilots or maintainers look over my aircraft, it provides a fresh set of eyes.

The Pilot

After a break from flying, our muscle memory for control inputs and actions may not degrade, but our decision making, procedures and situational awareness certainly will. The significance of the break includes a variety of factors:

Total Flying Experience (how many hours you’ve flown in total)

Type of Experience (e.g. private flying, instructing etc.)

Length of the Break

Number of Landings Recently Conducted

Type of Proposed Flight (e.g. local, long cross country etc.)

Intention to Take a Passenger

If the pilot is a seasoned flyer with a dedication to checklists and procedures, the overall risk is likely lower than that of a newer pilot returning from a break.

Sit in the cockpit before the flight to re-familiarise yourself with cockpit layout, position of switches, practise pre-take-off and pre-landing checks. Pilots can also practise radio calls by listening to traffic at the airport or a little bit of armchair flying. Pilots can practise items like checklists, go-around procedures, radio calls and more in the armchair, at no cost.

Consider contacting an instructor and asking them to sit in, watch your conduct and prompt you if required about traffic, radio calls and circuit actions. Pilots could also discuss the proposed flight with an instructor (or another pilot) and get a second opinion on the best course of action. The point is, pilots shouldn’t just jump in the aircraft after a break, they should take steps to ensure they are competent and safe.

Environmental Conditions

What is the best day to return to flight after a break? Is it the next available day the pilot has, regardless of weather, wind and cloud? Or should it be the next available day with ideal flying conditions?

Pilots could aim for a weekday flight with reduced airport activity or pick a day which suits their personal flight minimums. Have they even considered what minimums they will accept? For a first flight after a long break, these could include:

No more than 5 knots of crosswind on the preferred runway

The longest runway length available

No more than 10 knots of forecast wind

Cloud base no lower than 2000ft AGL

Temperature no higher than 25°C

Good visibility

Traffic activity levels at the airport

Unlike our possibly flawed decision to leap aboard a bicycle, returning to flight needs careful preparation and planning. Flying for fun doesn’t mean we don’t think like professional pilots and limit our risk as much as possible. After all, we want to enjoy the experience, and be able to use the aircraft again the next time.

Fatal Accident Summary 2022

RAAus saw an increase in the number of fatal accidents recorded in 2022, with six fatal accidents between May and December 2022. This is up from the five-year average of three fatal accidents per year, and 10-year average of five fatal accidents per year. Whilst investigations into the causes of these accidents are still in progress by the relevant authorities, preliminary findings indicate a number of common contributing factors. In particular, human factors and decision-making continues to be a key factor in fatal accidents.

Weather

Weather is believed to be a contributing factor in relation to at least two fatal accidents in 2022. Pilots are reminded of the requirement to obtain authorised weather forecasts prior to flight and to avoid the temptation to push on into deteriorating weather conditions.

Low level

Flight conducted at low level is believed to be a contributing factor in relation to at least two fatal accidents in 2022. All pilots are reminded of the minimum height rules which require pilots to operate no lower than 500ft above ground level (AGL), or 1000ft AGL over a populous area, except during the process of take-off or landing.

Pilots operating at low level must conduct training for the issue of a low level endorsement and must have landowner permission prior to flight.

Mid-Air Collision

One RAAus fatal accident in 2022 involved a mid-air collision between an RAAus aircraft and a glider. Pilots are reminded of the importance of staying alert and the ‘see and avoid’ method, particularly when operating within the vicinity of an airfield. Pilots must maintain an active lookout and make a radio broadcast whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft.

In addition to the above factors, pilot currency and experience was likely an additional factor in multiple fatal accidents in 2022.

Compliance

RAAus would like to remind all pilots, aircraft owners, and maintainers to regularly review their compliance requirements prior to operating or maintaining an aircraft.

The following non-compliances are commonly identified within RAAus operations:

Member Non-compliances

1. Conduct of flight by pilot without a current BFR

2. Operation of an unregistered aircraft

3. Flight conducted without holding current RAAus membership

4. Maintenance of an aircraft without holding a current maintenance authority

Maintenance Non-compliances

1. Failure to complete instrument and transponder calibration requirements, required every 24 months

2. Failure to comply with mandatory service bulletin requirements

Occurrence Summaries

Occurrence Classification: Impact with Terrain

Operation type: Private

Injuries: Minor

Damage: Substantial

A pilot and passenger departed on a local flight around midday. During take-off the aircraft stopped climbing and impacted trees, coming to rest in flood waters. The pilot and passenger received minor injuries and the aircraft received substantial damage.

Investigation by RAAus identified that the accident likely occurred due to a number of factors, including:

The aircraft likely exceeded the maximum take-off weight permitted for the aircraft

The temperature was 34 degrees Celsius with a density altitude of 2730 feet

Insufficient runway length was available based on the performance calculations for the aircraft

In addition to the above factors, a number of additional factors were identified that increased the risk within this accident:

The pilot did not hold a current BFR or passenger carrying endorsement

The aircraft did not have a current annual inspection

The aircraft likely contained aged fuel which was not drained prior to flight, although the aircraft is understood to have been topped up with fresh fuel

Review of this matter is ongoing by RAAus, however, a number of breaches of the Civil Aviation Act were identified which require reporting to the Civil Aviation Safety Authority (CASA). Members are reminded of the importance to ensure all regulatory requirements are met prior to flight. Failure to comply with regulations may result in significant penalties, including imprisonment.

Occurrence Classification: Hazard

Operation type: N/A

Injuries: Nil

Damage: Nil

During a pre-flight inspection a pilot identified that the tail covers were not present on the aircraft. It was suspected that the covers had become dislodged by recent wind conditions. Closer inspection of the aircraft identified a bird’s nest in the tail section of the aircraft. All foreign material was removed and a borescope was used to inspect the area to ensure no damage had occurred, including an inspection of control rods, cables, and wiring.

Pilots are reminded of the importance of conducting a thorough daily inspection to ensure aircraft are not impacted by animals, including birds and mud wasps which may impact the safe operation of an aircraft. This is particularly important for aircraft which are stored outdoors, however, may also occur within hangered aircraft. Any signs of interference by animals should be thoroughly examined for signs of possible damage. The use of aircraft covers, including pitot covers, may assist in reducing the likelihood of animal access.

Occurrence Classification: Hard Landing

Operation type: Flight Training - Dual

Injuries: Nil

Damage: Minor

An instructor and student were conducting circuits with approximately 8kts of wind down the runway. During landing the round out was normal but during the hold-

NEAR MISS EVENTS ARE ONE OF THE MOST COMMON OCCURRENCE TYPES REPORTED TO RAAUS:

As of 12 August 2022, the Australian Government is offering an Automatic Dependent Surveillance Broadcast (ADS-B) Rebate Program with grants of up to $5,000 available to eligible aircraft owners to fit ADS-B equipment to their aircraft. The objective of this program is to incentivise voluntary uptake of ADS-B equipment to improve safety and efficiency for Australian airspace users. For more information or for eligibility criteria go to BUSINESS.GOV.AU and search ADS-B Grant program closes 31 May 2023.

Accident, Incident and Defect Reporting is a mandatory requirement. Report at reporting.raaus.com.au off at approximately two feet, the student unexpectedly pushed the nose onto the ground. The aircraft bounced and the instructor immediately took control and landed the aircraft. Post flight inspection identified damage to the nosewheel.

This occurrence highlights the importance of control management for instructors. The student was debriefed by the instructor and conducted further training.

Occurrence Classification: Loss of Control

Operation type: Private

Injuries: Minor

Damage: Substantial

A pilot was conducting a landing on a one-way private strip. The aircraft touched down with a slight bounce and roll-out was faster than normal due to a tail wind. The aircraft veered to the right, and the pilot attempted to control direction by applying left rudder and brake. Directional control was unable to be corrected and the aircraft was veering towards a fence. The pilot then applied both brakes to avoid impacting the fence at which time the tail came up, the propeller impacted the ground, and the aircraft flipped over onto its back. The aircraft sustained substantial damage including major damage to the engine and propeller.

Review of this occurrence determined that conditions were likely not suitable for a one-way strip due to the tailwind conditions. Members are reminded of the importance of reviewing local conditions, particularly during take-off and landing, and to avoid operating with a tail-wind wherever possible. Tail-wind and crosswind conditions are regularly reported following loss of control events during take-off or landing.