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KNOW TBE FACTS • KNOW THE FUEL SYSTEM. 0 • KNOW YOUR MET. • KNOW HOW TO RELATE IN-FLIGHT CONDITIONS TO ENGINE CHARACTERISTICS. • KNOW THE PROCEDURES FOR YOUR AIRCRAFT. • USE HEAT FOR PREVENTION - IT MAY NOT BE AVAILABLE FOR CURE .. . Aviation Safety Digest is prepared by the Civil Aviation Authority and is published by lhe Australian Government Publishing Service. It is distributed to Australian licence holders Editorial (except student pilots). registered aircraft Contents owners and certain other persons and organisations having an operational interest in Winter is upon us and, although by no means safety within the Australian civil aviation confined to that season, icing has the ability to environment. cause problems to anyone flying an aeroplane. Distnbutees who experience delivery We hope that the covers and the article inside problems or who wish to notify a change of 4 Be ice conscious address should contact: will serve to refresh your awareness of this Manager, Publications Centre, P.O. Box 1986 ever-present hazard. Carlton South, 3053, AUSTRALIA Field Office Forum is the first of what I hope to Telephone (03) 342 2000(4 Imes): 008 33 1676 8 Thunderstorms 008 33 4191, (03) 347 4407 be a regular series of articles from those who deal with you on a daily basis. It is a further­ ance of an attempt to increase the relevance of 9 Take-off accident - the content of the magazine, and I for one will Moorabbin airport be interested to find out if in fact there are any Aviation Safely Digest is also available on Covers subscription from the Australian Government real differences State to State. Front: 'Induction Icing' by Andrew Rankine Publishing Service. There is a subscription The Authority has a new Chairman of the Board form in this issue. Inquiries and notifications CAA Graphic Design Studio of change of address should be directed to: 10 Think it through and those of us who know Dick Smith are pre­ pared for exciting times ahead. Th is magazine Mail Order Sales Back: Gary Clark (Ding Duck's idiosyncratic Australian Government Publishing Service is in full support of the initiatives already pro­ G.P.O. Box 84, Canberra, A.C.T. 2601, 1~ Quiz duced, for there is a difference between a for­ approach to flight safety can be seen AUSTRALIA in the new edition of 'Clear for Telephone 008 02 6148. Telex M62013 mal Public Service Department and the Government Busi ness Enterprise that the CAA Take-off') Subscriptions may also be lodged at Commonwealth Government Bookshops rn 13 Field Office Forum is about to become; this is thrown into sharper the capital cities. focus by the impending deregulation of Aus­ tralian civil aviation. Our legislation, as I men­ tioned earli er, will reflect advances in thinking, 11. My BFR and concerning safety in flight (which is what The views expressed in the Aviation Safety ASD is all about), perhaps I might quote the Digest are those of the editor or the individual contributor :wd are intended to Chairman direct, from a presentation he made stimulate discussion in the fields of aviation 1 Survey of General Aviation recently to CAA workers, in which he discussed safety and related areas. They do not crashworthiness features that axiom of the business world cost-benefit: necessarily reflect the policy of the 1 Authority nor should they be construed as .. . I do know that if you go to spend money in regulations, orders or directives. The articles the most effective way you've really got to look are intended to serve as a basis for discussion and even argument in an effort to identify and 1 Nil Defects at it in a cost-benefit way. Some of you might resolve problem areas and potentially have read the Swedavia-McGregor report fram hazardous situations. New Zealand where they have done that. It Unless otherwise noted, articles rn this appears they have been doing it in Northern publication are based on Australian 11 Airflow accidents, incidents or statistics. Europe and in North America for about ten · years now. And it does mean valuing a life and Editor: Roger Marchant Reader comments and contnbut1ons are welcome but the editor reserves the right to working back from that. People might be horri­ Editorial Assistant: Lyn Coutts publish only those items which are assessed 2 ' .. Take a deep breath!' fied, 'Oh, you can't value a life!' Well, that's as being constructive towards flight safety and what we've a/ways been doing subjectively. You Diagrams: Kathy Foldszin will make editorial changes to submissions in Soussanith Nokham order to improve the rratenal without altering have to do that of course, because otherwise the author's intended meaning. 22 Ground to air you just have to keep spending more and more Cartoon P12 Soussanith Nokham Reader contributions and correspondence money. Photographs: PB Brenton Hollitt should be addressed to: As far as most of us are concerned, let me The Editor. pg BAS/ file photo reiterate what I've said before in comment: the Av1at1on Safety Digest P11 Kim Wirth Civil Av1at1on Authority chances are that we as operators have got the G.P.O. Box 367, complicated, expensive things nicely covered P17 Andrea Hirschon Canberra, A.C.T. 2601, AUSTRALIA P20 Roger Marchant Telephone (06) 268 4583 off - it's the simple and obvious that seems to catch so many out. Learning may be tedious ©Commonwealth of Australia 1988 ISSN 0045-1207 and self-discipline onerous, but they gain us B89 /20570 Cat. No. 89 0558 2 many points in the categories 'cost-effective ' and 'flight safety'. It doesn't cost us megabucks Printed by Ambassador Press Ply Ltd 51 Good Street. Granville, N.S.W. 2142, to hold our lives in high esteem. AUSTRALIA Aviation Safety Digest Aviation Safety Digest 145 145

and he had no choice but to continue with the Every year the accident and incident records Be ice forced landing into the selected paddock. contain a number of occurrences in which car­ Although the ground was wet, the aircraft of moisture in the intake air it can condense to burettor (induction) icing was considered to be touched down normally and rolled t o a stop form frost or ice. Even a small amount can the probable cause of an engine power loss. undamaged. restrict the efficient flow offuel/air to the engine. BASI records indicate 97 cases of induction conscious! icing between 1980 and 1989, fourteen of which The cool and humid conditions existing at the 0 The temperature range of + 15° C to + 30° C were followed by for ced or heavy landings time were conducive to the formation of carbu­ with a relative humidity of 50% is most danger­ resulting in substantial damage to the aircraft. or rettor ice and when, a short time later, t he ous, with outside temperatures around + 15° C Remember, these are only the reported cases; it engine was started and ground run sat isfac­ consi dered most significant. is not unreasonable to suppose that plenty more torily, it appeared clear that ice had formed in pilots were frightened by throttle stiffness and 'Give the carby the carburettor during the descent and the Question: d windling power attributable to the presence of small amount of heat selected had been insuf­ ice in the fuel induction area. Carburettor ficient to prevent it building-up. When no fault What are the warning signs available to the pilot? (induction) icing has exposed the occupants of a fair go ... ' could be found with the engine, the aircraft Answer: light aircraft to unnecessary danger and has was moved to a dry part of the field and was cost operators many thousands of dollars dur­ flown back to Moorabbin without further The eff ect of induction icing is a gradual, pro­ ing t he past few years. Despite the increased incident.' gressive decline in the power delivered by the engine. With a fixed pitch propeller this may emphasis placed on this problem by t he flying t raining organisat ions, we find many light air­ Question: Whal is carburettor icing? Case history 3. become apparent by r ough running, reduced RPM and thus reduced airspeed. With a con­ craft pilots are still being caught out. Simply, Answer: Carburettor Icing is the accumulation 'A student pilot, while on a dual training flight stant speed propeller, there will normally be no t hey spring the t rap because they either fail to of ice in the fuel discharge nozzle, the butterfly in a Beech Musketeer from a country aerodrome change in RPM but the same decrease in air­ appreciate the wide range of conditions under valve and the Venturi of the fuel induction sys­ in Victoria, was being instructed on in-flight craft perf ormance will occur. With a manifold which carburettor icing can occur, or do not tem. If this build-up is allowed to continue the emergency procedures. The exercise. had com­ pressure gauge, a decrease in manifold recognise the symptoms in t ime to take correc­ supply of fueljair mixture to the engine will menced with the instructor demonstrating pressure may be noted before any significant tive action. Although t his phenomenon is by no reduce to the point where the engine may stop. action to be taken in the event of fire. Starting decrease in aircraf t performance. With an means restricted to the approaching colder at 4 OOO feet, he had shut down the engine by exhaust gas temperature indicator, a decrease months of the year (over the last ten years 38% Case history 1. closing the throttle and turning off the fuel and in e.xhaust gas temperatiire will occur before winter, 26% spring, 23% autumn and 13% in ' ... post-accident examination of the engine ignition switches. At this stage, he selected full any noticeable decrease in engine and aircraft summer have been t he proportions), it is an revealed no evidence of any mechanical or sys­ carburettor heat. Once the aircraft was estab­ performance. If these indications are not noted opportune t ime to again revise our actions as tem malfunction and later, when the aircraft lished in the descent and he was satisfied that by the pilot an d no corrective action is taken, pilots should we suspect carburettor icing. was lifted back on to its wheels, the engine the student was familiar with the procedure, he the decline in engine power will probably pro­ The following paragraphs offer you food for started and ran normally. Although the weather decided that, wit h the height still in hand, he gress un til it becomes necessary to relrim lo t hought as to what happens, why it happens at the time was fine and very warm, the would demonstrate re-starting the engine by maintain altitude and engine roughness will and when it is most likely to happen. A few humidity was high and conditions were diving the aircraft. occur probably f allowed by backfiring. Beyond minutes of your t ime thinking along these lines especially favourable for carburettor icing. The After stopping the propeller , the instructor set this stage, insufficient power may be available and refamiliarising yourself with the pro­ symptoms accompanying the loss of power were the controls for a restart, and then pushed the lo maintain flight and complete stoppage may cedures laid down for each aircraft type you characteristic of the formation of ice in the car­ nose down until, at 125 knots, the propeller occur, especially should the throttle be moved fly may some day save your life, or at least burettor and, in the absence of any mechanical began to windmill. But when he levelled out abruptly. your hip pocket. defect, it was concluded that ice had built up and opened the throttle, there was no response undetected in the carburettor to the point from the engine. Double checking the various where the engine had lost all power .' engine controls, he persisted with his starting attempts until, at 2 300 feet, he realised that Case history 2. the engine was not going to fire. Committed now to a forced landing, the instructor estab­ 'Shortly before taking off from Moorabbin on a lished the aircraft in an approach to a field dual training flight in a Cherokee 140, the only a short distance from the aerodrome and instructor had briefed his student on practice put the aircraft down without damage. Shortly forced landing techniques, including engine afterwards, a licensed engineer examined the handling and the use of carburettor heat. Once I aircraft but could find no defect. The engine airborne, the aircraft was flown to the local was started without difficulty and after it had training area where, levelling at 2 500 feet, the been successfully ground run, the aircraft was student applied pa:rtial carburettor heat and flown back to its base by the CFI. closed the throttle to simulate engine failure. Leaving the carburettor heat control in this In all three case histories, the engine failure intermediate position, the student completed his was attributed to the suspected formation of emergency cockpit drills, selected a field and carburettor icing. established the aircraft in a forced landing pat­ tern, clearing the engine every 500 feet until Question: the aircraft had descended to a height of l OOO How does Carburettor ice form and under what feet. Without clearing the engine again, the atmospheric conditions is it most likely to occur? student continued the descent until, at 300 feet, the instructor was satisfied with his perform­ Answer: ance and told him to go around. But when the Carburettor ice resu lts from the cooling eff ects student opened the throttle, the engine did not of fuel vaporisation and air pressure drop respond. The instructor immediately took across the Venturi. The air can be cooled by as control but the aircraft was by now very low much as 40° C an d depending upon the amount Aviation Safety Digest Aviation Safety Digest 145 145

Vital to the successful management of an air­ symptoms of icing unless he is conscious of the It is possible that all three types of icing will be • As a pre-take-off vital action, check the carbu­ craft engine is a knowledge of its method of significance of the meteorological conditions. encountered at the same time, but that arising rettor heat effectiveness by noting the rev drop when heat is applied on run-up. If ambient con­ operation and a DETAILED knowledge of the Basically, a carburettor functions a gr eat deal from fuel evaporation is t he most likely except manufacturer's instructions plus the relevant in extremely cold condit ions. dit ions dictate, also check for the presence of like the expansion valve in a mechanical carby icing (see next paragraph). information contained within the flight manual, refrigerator, with the result that a temperature Recognition of the symptoms is easier if it is pilots notes, owners handbook, and company difference as great as 15° C can exist between appreciated that ice in the induction system • When t he relative humidity is above 50% and the operations manual (where applicable). the free outside air temperature and the 0 acts in the same way as closing the t hrot tle. As temperat ure is below 20° C, apply carburettor It is impossible to over-emphasize the need to carburettor-mixture temperature. A carburettor ice builds up it obstructs the air now, causing a heat briefly immediately before take-off to comply with these instructions. The engine can literally manufacture its own ice - at any reduction of power and, with a fixed pitch pro­ remove any ice accumulated during taxi and manufacturer has expended a lot of effort, time season of the year. peller, a reduction in RPM. With a constant run-up. Generally, the use of carburett or heat and expense to design and install a hot air speed propeller this reduct ion of power will not for taxiing is not recommended because of poss­ Three t ypes of carburettor ice can be encoun­ ible ingestion of foreign matter with the supply to combat ice formation in the carburet­ tered. They are Impact Ice, Throttle Ice, and in the early stages affect RPM; however, boost, and airspeed, will decrease. Should t he con­ unfiltered air admitted with the control in the tor; he knows his product like no-one else: he Fuel Evaporation Ice. has, in line with Government regulations, dition be allowed t o progress to a point where HOT or ALTERNATE AIR position. Impact ice is formed by snow, sleet or ensured that all test points have been satisfied the power developed is not sufficient t o cause • Conduct take-off wit hout carburettor heat, supercooled water droplets impinging on sur­ in the operation of the engine. This necessarily the propeller to remain above the fine pit ch unless extreme intake icing conditions are faces where there are changes of direction in includes the pilot actions necessary to avoid or stops there will be a reduction in RPM even present. airflow. It includes the ice formed when water with a constant speed propeller. Irrespective of mitigate induction icing. • Remain alert for indications of induction system strikes surfaces, such as carburettor air the propeller installation, a suspected format ion A quote from the aeronautical engine design icing during take-off and climb-out, especially intakes, which are below 0° C. Impact ice may of ice can often be detected by increasing the standards applicable to Australia sets out seriously affect engine operation where ambient when t he relative humidity is above 50 per cent, throttle opening. If the throttle movement is or when visible moisture is present in the manufacturer responsibilities: temperatures are below o· c, particularly if sticky or abnormal, or it fails to increase the atmosphere. snow, sleet or sub-cooled liquid exists in the power, there is a st rong possibility that ice has 'Fuel and induction system atmosphere. . formed and the application of hot air has • If you have carburettor or mixture temperature (a) the fuel system of the engine must be Throttle ice is formed at or near the throttle, already been delayed longer than is healthy - gauges, use par tial heat to keep the intake tem­ designed and constructed to supply an appro­ particularly when it is in a part closed position, BUT it is still not too late! perature in the safe r ange. Without such instru­ m en t a t ion, f u ll h e at should be used priate mixture offuel to the cylinders through­ and is due to the drop in temperature which Frequently pilots fail to recognise icing in its intermittently as considered necessary. out the complete operating range of the engine accompanies the reduction in pressure created early stages and so attempts to increase the under all flight and atmospheric conditions. by the Venturi effect. It is formed from moist­ throttle opening by slight increments to com­ • If induction system ice is suspected of causing a (b) The intake passages of the engine through ure particles which freeze outside the airflow pensate for falling off of RPM or boost . These power loss, apply full heat or alternate air. Do which the air or fuel in combination with air boundary layer and are t hen carried to metal are precisely the conditions that lead to maxi­ not disturb the t hrottle until improvement is passes for combustion purposes must be surfaces such as the t hrottle butterfly by their mum ice formation. Removal of ice already noted. Expect a further power loss momentarily designed and constructed to minimise the initial momentum. Comprehensive tests show formed is best accomplished by use of full car­ and then a rise in power as the ice melts. danger of ice accretion in those passages. The that throttle ice may form in air temperatures burettor heat. If the pre-heat capacity of t he • If the ice persists after a period with full heat, engine must be designed and constructed to up to about 3° C. Where the air temperature is system is sufficient and t he remedial act ion has gradually advance t he throt tle to full power and permit the use of a means for ice prevention. ' above 3° C the cooling effect of the increased not been delayed, it is only a matter of seconds climb at the maximum rate available to produce (FAR 33.35) velocity alone is insufficient to result in icing. before the ice is removed. The pre-heat capacity as much heat as possible. Leaning with the mix­ It is up to you, the pilot, to recognise the con­ Fuel evaporation icing is caused by the vapor­ can be increased by applying more power and, ture cont rol will generally increase the heat but ditions under which t hese means should be isation of the fuel after it is introduced into the where possible, closing cowl flaps. should be used wit h caution as it may stop the used. If you follow the book, you are doing the intake airstream. The heat required to change If ice formation is allowed to progress to a criti­ engine under circumstances in which a re-start is best in your ability t o operate the aircraft the fuel from a liquid to a vapour is supplied cal extent the loss of power may make it impossible. safely and efficiently. As with everything else mainly by the airstream, with the result that impossible to generate sufficient heat t o clear • Apply heat for a short time to warm the induc­ in aviation, ignorance, carelessness or plain neg­ even t hough the outside air temperature may be t he engine. It is for this reason that we have t ion system before beginning a prolonged ligence can exact a terrible toll. well above freezing point, the temperature of emphasised t he need to recognise meteorological descent with the engine throt tled back. Leave the air passing through the system aft of the The most important single factor is to be aware conditions favourable to carburettor icing and heat on during the descent and then be ready to fuel spray nozzle, and of the surrounding struc­ take early preventive action. turn t he it off after power is reapplied. of the atmospheric conditions favourable to ture, can be reduced to below 0° C. This type of icing, and thus be on the alert for the oper­ carburettor icing is the most common and it • Remember that intake icing is possible with tem­ ational symptoms in their earl'y stages. The may cause rough running by upsetting the fuel­ peratures as high as 40° C and t he humidity as cooling effect of fuel evaporation within the air ratio, or the mixture distribution through Use heat for prevention - it may not be low as 50%. It is most likely, however, where carburettor will reduce the air temperature by temperatures are below 20° Celsius and the rela­ the manifold, as well as engine failure by available for cure! as much as 15° C. In clear air conditions where obstructing the passage of air through the t ive humidity is above 80%. The likelihood of the humidity exceeds 70%, or in rain, cloud, fog carburettor. icing increases as t he temperature decreases and some forms of haze, the moisture present (down to zero• C) and as the relative humidity can be sufficient to produce a dangerous To prevent accidents resulting from intake icing, increases. accumulation of ice. Under these conditions car­ the pilot should be alert at all t imes for indications burettor heat may be required at some stages of of icing in the induction system. The following Note: lhe effects and recommendations described the flight, and it may be necessary to clear the represents the sort of advice/ instructions given in this article are general in nature and while induction system prior to take-off. The oper­ by engine manufacturers: they may apply to most piston-engined aircraft, ational application of hot air will vary with • Periodically check the carburettor heat systems the final authority must always be the engine/ individual aircraft and engines, and a pilot an d controls for pro per condit io n a nd aircraft manufacturer's recommendations and should follow implicitly the instructions con­ Carburetor Icing operation. the (company) operations manual. tained in the manufacturer's or operations Fuel Finally, refer t o all a vailable operating instruc­ manual. In addition, it is well to remember that • Start the engine with the carburettor heat tions and placards pertaining t o t he a ircraft t o under most conditions the formation of carbu­ control in the COLD posit ion to avoid possible determine whether any specia l considerations rettor ice is a relatively slow process and it is damage to the system and a fire hazard because or procedures apply to its operat ion 0 possible for a pilot not to recognise the early of a backfire while starting. Aviation Safety Digest Aviation Safety Digest 145 145

Don't the aircraft to rest within the aerodrome Thunderstorms Don't land or take off in the face of an boundary. The aircraft gradually lost height approaching storm. A sudden gust front could and t he main wheels struck a mound of earth cause loss of control and downdrafts can pro­ near t he aerodrome boundary . It then bounced Bureau of Meteorology duce a fatal altitude loss. across the road and struck a telep hon~ post, HUNDERSTORMS are the most violent and Don't attempt to fly under a thunderstorm even 0 Take-off severing some 14 feet of t he port wing, and potentially destructive smaller-scale if you can see through to the other side. The finally struck t he ground on the other side of Tmeteorological phenomenon encountered in vertical currents and turbulence and wind shear t he road, coming t o rest in a cultivated field. Australia. can lead to loss of control or damage to the air­ accident Storms vary in characteristics, particularly craft. Large hail can suddenly occur in areas between the tropics and higher latitudes. How­ with good visibility. Moorabbin ever, a fundamental rule of all flying is: STAY Don't trust the visual appearance as a reliable WELL CLEAR OF THUNDERSTORMS. indicator of turbulence inside a thunderstorm. Associated hazards include turbulence, hail, Don't assume the air above a storm is necess­ airport icing, low ceiling and visibility, lightning, arily turbulence-free. downdrafts, wind shear, tornadoes, squall lines, high intensity rainfall and flash-floods. Thun; If you cannot avoid penetrating a thun­ derstorms are usually classified as 'severe' if derstorm, following are some do's before surface wind gusts exceed 92 Km/ hr (50 kt) or entering the storm Reprinted from ASD 1 hail stones have a diameter in excess of 2.5 cm Tighten your seat belt, put on your shoulder (approx 1 in). harness if you have one, and secure all loose MMEDIATELY after becoming airborne from Severe storms are continuously well organised objects. Moorabbin Airport, Victoria, on 17 January internally with the updraft and downdraft Plan and hold your heading to take you through I1953 the port engine of an Avro Anson failed. being separated. This is usually because a the storm in a minimum time. The aircraft continued across the aer odrome a strong windshear (direction and speed) exists To avoid the most critical icing, establish a pen­ few feet above the ground until it struck a between the lower and middle levels of the etration altitude below the freezing level or telephone post on the road at the northern Analysis thunderstorm environment. above the level of minus 15 degrees Celsius. boundary of the aerodrome and crashed into a An examination of the engines failed to r eveal field on the opposite side of the road. The crew any defect, abnormality or evidence of Verify that pitot heat is on and select carburet­ of three were uninjured. The aircraft was tor heat or turbine-engine anti-ice. Icing can be malfunct ioning t hat may have cont ributed to or Dome extensively damaged by collision and impact. rapid at any altitude and cause almost instan­ caused t he engine failure . taneous power failure and/or loss of airspeed The testimony of t he pilot and cr ew revealed indication. ) History of the flight t hat t here had been an unnecessary, ~ Storm Configure your aircraft for turbulence pen­ On the evening of the day prior to this flight unorthodox and complicated manipulation of moUon etration using power settings and airspeed rec­ the aircraft was inspected by a licensed aircr aft the fuel cocks prior to take-off which suggested ommended in your aircraft manual. maintenance engineer and found t o be t hat the engine failure could have been due to .,_ Lowlevel airworthy. After the aircraft was loaded and .,_ environmental Turn up cockpit lights to highest intensity to mismanagement of the fuel system. immediately prior to flight the pilot carried out wind lessen temporary blindness from lightning. The nature of t he engine failure was consistent Heevyraln a pre-flight inspection and just befo ' leaving wit h fuel starvation . Furthermore, the stage at and hall Following are some do's and don'ts dur­ the tarmac the engines were given a full run-up . which the engine failed corresponds with the Gust front ing thunderstorm penetration. An engine revolution drop of approximately point an engine would fail if the fuel had been Keep your eyes on your instruments. Looking 150 revolutions on the starboard magneto of t urned off at the pre-take-off posit ion. The following are some SUGGESTED do's and the starboard engine revealed during this outside the cockpit can increase danger of tem­ Interrogation of the pilot revealed that this was dont's of thunderstorm avoidance. porary blindness from lightning. run-up w as cleared after t he engine had been operated for some 15 to 20 minutes. only his second flight as a pilot of an Anson Do Let the aircraft 'ride the waves'. Manoeuvres in aircraft for some nine years and that he was trying to maintain constant altitude increase The aircraft was then taxied to the take-off not entirely familiar with the fuel system. Plan to avoid storms. In the first instance if fly­ stress on the aircraft. point where the pilot carried out a pre-take-off ing into unfamiliar territory gain some appreci­ cockpit check. The commencement of the take­ There is no possibility that the take-off could ation of storm likelihood. Climatological Don't change power settings; maintain settings off was quite normal and after t ravelling have been cont inued after the loss of one engine information is available on thunderstorm inci­ for recommended turbulence penetration approximately 1 800 to 2 OOO feet the aircraft as tests show that an A vro Anson , with the dence for preliminary planning. airspeed. became airborne. At this stage, the pilot felt a undercarriage down, will only just maintain height on one engine, at an all-up weight of Before becoming airborne check the forecast Don't turn back once you are in a thunder­ loss of power which he at first thought was in and plan an alternative route if thunderstorms storm. A straight course through the storm the starboard engine because of the previous 7 400 lb, when operated under standard are predicted. Planning will be far more most likely will get you out of the hazards in rpm drop. However , he immediately realised, atmospheric conditions at sea level. The aircraft rational in the calm of the briefing office than the shortest time. In addition, turning from the tendency of the aircraft to swing to in this case was loaded to approximately 8 200 lb. in flight when confronted with the problem. Be manoeuvres increase stress on the aircraft D the left, that the power loss was on the port prepared to divert before thunderstorms side and was moving to pull the port throttle Cause become unavoidable. off when the engine momentarily picked up The cause of the accident was the failure of the A void by at least 30 km any thunderstorm again. The pilot thought that it was only a port engine, just after the aircraft became identified as severe or giving an intense radar temporary loss of power and decided to airborne, which resulted in the aircraft being echo. continue to take-off, but almost immediately the unable to climb away. The engine failure was port engine failed completely. Realising that he Reduce air speed immediately to the caused by fuel starvation probably due to .would not be able t o climb away, the pilot mismanagement of the fuel system by the pilot D manufacturer 's recommended airspeed for tur­ elected t o fly under some telephone wires on bulent air penetration at the first sign of the northern boundary and land in a paddock turbulence. across the road rather than attempt to bring Aviation Safety Digest 145 Aviation Safety Digest 145 The ice build-up continued and I dropped to my Lowest Safe Altitude of 7 600, which itself was Perhaps I should have declared an emergency, I Icing difficult to maintain. I was starting to get a bit don't know, but I was concerned about the con­ It is dangerous to venture into icing conditions concerned, due to a number of factors. Firstly, sequential grilling that I would possibly receive if your aircrajt is not suitably equipped. If it the oil temps were red-lining. I didn't like the from the Department. Maybe there could be isn't filled with wing boots (that work), propel­ Think it through! look of this; obviously the coolers had iced () some discussion on this aspect. ler heater and so forth, it wasn't meant to be over. Then there was the fact that I had only I hope that from my experience the readers of flown into visible moisture above the freezing one alternator - should it fail, I would be left the Digest can learn too. level. Here, our correspondent met only light in a real predicament. Another worrying factor Ben Schiemer (Examiner of Airmen GA) ice: in heavy icing conditions an aircraft can was that the airspeed had dropped from 140kt thanks the sender for a letter full of good mess­ be in dire straits in seconds, and out of control in the cruise to a meagre lOOkt, yet my next ages, and makes the following observations: before it can be turned about. Wings lose their LSA was 8 400. I could see the reason for the contour and drag increases; controls lock up drop in airspeed: the HF antenna had grown ice and intakes block over. Perhaps worst of all, about an inch thick before it snapped off. Need Unserviceabilities unheated props gather ice and become unbal­ I say what the wings looked like! Yes, in my opinion, it's OK to carry 'legal' anced: a potentially lethal sequence unless the deficiencies (there have been suggestions that if I informed Cooma FS of the problems and they engine is shut down, and then where is there to it 's fitted it should be working, but that makes go? And at GA airspeeds, once there is an suggested that I should head there, as it was people avoid fitting a lot of good gear). But.. ., pilot contribution CAVOK. Unfortunately for me, the LSA for accretion of ice it is necessary to descend well such a diversion was again 8 400, so I had to unless you're remaining within the circuit, below the freezing level before it will melt away. rule it out. don't count on the weather being good as a con­ 'M WRITING to relate an experience I had one dition of going unless the patterns are wide­ spread and stable, and if you plan to fly over spring. To set the scene, I had been operating As the aircraft was becoming almost impossible Emergency Ian Aztec in N.Qld for several weeks, when I to handle, I decided it was time for an actual tiger country, desert, unfamiliar regions or If you have an emergency, a potential emerg­ had to ferry it back down to Melbourne. diversion. I had not declared an emQrgency through CTAs, make every attempt to have ency or even an incipient problem, tell some­ (what was the use - who could help me any­ operational redundancy in critical gear. I had already ferried the aircraft to Sydney, the one. Forget the OK phrases; tell it like it is and way?) but I was prepared to if my airspeed only major unserviceability being an alternator; then either act upon any advice received or do dropped any further. this didn't affect me in any way as at this stage Weather what you as captain think is best. The ATC/ FS staff will be your co-pilot until the danger has I was operating in the Private category and Albury was the nearest suitable aerodrome, so I Forecasting seems to be an art with about Prob therefore was quite legal. The DME, too, was 05 of being spot on. Because we know this, we passed. Remember that, much as they do not commenced a descent and headed there. Having need it, a call for help certainly relieves the u/ s - due to the exorbitant price quoted to passed 6 OOO, the aircraft started to shed ice, so tend to interpret the likelihood of the Met man replace a valve whilst away. I didn't consider being right or wrong in the light of our tedium of (their) routine - they will want to I figured I was home and hosed. I'd land at help and use their professional expertise to these to be major problems, as it was a straight­ Albury, remove the HF antenna, put on a warm preferences at the time. What we must do is forward flight that was planned. steel ourselves against proceeding on a forecast your benefit. In this case, had the FS officer set of clothes and reset the circuit breaker to known about the icing problem, traffic hazards The day after I had arrived in Sydney I the heating unit. that has to be accurate if we are not to be in trouble. In this particular case, the cloud tops would have been assessed, cloud areas could departed for Melbourne, the planned route have been mapped out from airborne reports, being SY-SLS-CB-CRG-ELW-PLE-EN. I obtained All these plans were dashed when I was were forecast 8 OOO and safety depended upon informed that the only way to get to visual was that being right! It wasn't. Like summer, suitable diversions would certainly have been a forecast that indicated there was no cloud suggested (it is unrealistic to assume a pilot forecast between SY and CB, but from CB via a VOR/ DME approach. But of course the autumn and winter, spring weather is fickle, DME was u/s so all I could do was continue on only more so. knows everything about possible bolt-holes), onwards tops were forecast up to 8 OOOft. and other contingency actions would have been Based on this, I saw no problem in flying to CB to Essendon, as the weather was fairly crook north of the divide. The only other available completed to cope with the emergency. at 8 OOO, then climbing to 10 OOO to remain Clothing clear of cloud. place was Mangalore, but the weather was down on the deck there, too. I've seen a lot of pilots flying in light clothing In Sydney that day the weather was fine and - even wearing thongs. But look at what the A grilling beaut, so I dressed in shorts and a tee-shirt. I I eventually landed at Essendon without further kerosene cowboys wear: boots, gloves, fire­ I won't deny it's happened, but that's the got airborne and all was going well. As I passed incident. The HF antenna was still hanging on resistant suits and helmets - and for the most human condition. However, I believe a 'grilling' Shellys I started to feel a little cold, so I selec­ and the VOR antenna, which had been forward­ part their job is no more hazardous than flying is much the exception, and not to be genuinely ted the cabin heater. Unfortunately, that par­ facing, was bent back by the airflow over the a GA aircraft. In an accident, the poorly feared anyway, simply because the CAA, ticular day it decided not to work (it had been accumulated ice so that it was perpendicular to clothed pilot will have much less chance of despite a bad press, will not support an OK the day before). However, I decided I could the tail. saving self, family or friends, and as the article unreasonable member of its staff The over­ handle the temperature; I was only a little I feel that I was extremely lucky not to have shows, even a minor snag (heater failure) can whelming ma}ority of us are keen to educate uncomfortable and anyway I had a sweatshirt I become a major problem in adverse rather than berate, because we are well aware could put on. become another statistic. If I had not have been alone there would almost certainly have been a circumstances. which approach is the more effective in the I then commenced a climb to 10 OOO and much prevention of accidents. Obviously, if someone to my surprise I found myself in cloud disaster, for I think any extra passenger weight would have put us down. starts to abuse us we react like anyone else, but approaching Canberra. By the time I reached really, a 'grilling' is more the stuff of stories cruising altitude I was still in cloud and there All this trouble was caused by the desire to get than offact. To see us as ogres is to deny us was a little bit of rime ice forming on the home quickly. I took the short route without one of our most pertinent functions - that of wings. 'What's a bit of ice?' I thought to myself. consideration of variable factors such as icing sensible analysis, evaluation of options and I had encountered that plenty of times before. and cloud heights. Met forecasts are just that further education of all pilots (including our­ However, and much to my surprise, near - forecasts. I had no plan of action to get me selves) who have experienced dangerous situ­ Corryong the ice quickly thickened. The OAT out of strife. As soon as I started collecting ice, ations in the air D probe froze over at -4 degrees Celcius, and I I should have diverted to a more suitable route was starting to feel the cold: in fact I was and, remembering that both oil temps were red­ finding it difficult to write or operate the push­ lining, we all know what would have happened to-talk switch. if I had lost an engine... If you are not eligible for a free issue, or if you would like additional copies of the Digest:-

(Answers on page 21) Q4. What is the rated coverage of a VOR 0 beacon? Ql. You are captain of a charter flight and (a) 60 nm arrive over your destination only to find the (b) 120 nm aerodrome temporarily closed. There is 150kg (c) depends on the station - look it up in of usable fuel remaining. ERSA (d) depends on your altitude Your pax ask that they be taken to t heir second (Mike Hennessy, Airways Surveyor) choice, 160 nm away. Aircraft details: Cruise fuel flow 80kg/ hr; TAS 180kt 'Approved' hold­ Q5. You are to conduct a VFR private flight · (including sur/ace postage) ing consumption 48kg/hr from Roma to Gladstone. You hold neither a F0 LI r issues $A 14 .0 0 NGT VFR Rating nor an Instrument Rating, so (a) In nil wind conditions, how far may you you must plan to arrive prior to last light . . _, . . ~ ... plan to fly from your present position • ' "' · ' ~ _ l • . ·- ~. , . ' ~ .;i_j - • , • J ' , • ~ ,' I• , ' • (overhead the original destination) and Gladstone. still return if t hat aerodrome is declared You have obtained the following TAF for 'open'? Gladstone: AVIATION SAFETY DIGEST reports incidents, recounts marginal conditions. Self-discipline, mechanical reliability TAF GLA 2008 26005KT 9999 2CU030 4AC160 stories, relays technical information, represents the pilot and the correct application of hard-gained expertise are (b) What is the effect on the distance calcu­ RAPID 2301 18010/ 25KT 5CU030 and others involved in aviation, and, to the extent that it but the three leading links in the chain of circumstances lated in (a) of INTER 0608 2000 17TS 5ST007 2CB035 falls short of being a legal document, reflects the view­ that define a truly successful flight. (i) tail-wind out increase/ nil/ decrease? point of the CAA. 27 30 28 26 1019 1020 1019 1017' The wide range of submissions that cross the editor's (ii) head-wind out increase/ nil/ decrease? We have noted previously that regulation alone may well desk are testimony that 'marginal conditions' cover practi­ (JJ Harrison, Examiner of Airmen (Theory) Your calculated last light for Gladstone is have been exhausted as a means of reducing accidents. cally everything. There are a million articles out there in 0754UTC and you have a total time interval of This is not to say the CAA is on autopilot - there are the real world, and a zillion incidents (99% of which you Q2. ATC direct that you climb/ descend 'at stan­ 89 minutes. moves afoot to make CARs, CAOs and subsidiary legis­ wouldn't dream of putting your name to - that's OK, dard rate'. What is required? What is your latest possible departure time lation more user-friendly (or at least, somewhat simpler). we 'll respect your desire for anonymity). So why not share (G Evans, ATC Townsville) Roma? Although an aviator will always benefit from reading about your hard-earned lessons? As I said, your story is unique! (Alan Betteridge, Flight Service instructor) another's brush with disaster, we are all fortified in the dili­ To be part of this accumulated wisdom, those with an gence of our personal pursuit of safety by the knowledge Q3 (a) When t he pilot of an aircraft at the Q6. May a private pilot legally replace a broken I interest in flying, be it as a professional or paid-for-by­ that there are a lot of fellow flyers who think twice - nay yourself, will do themselves a favour by reading the Digest holding point to a runway calls 'Ready', radio aerial on an aircraft? ( ) I I three times even - before committing themselves (and on a regular basis; if you do not obtain a free copy, the what conditions must be met? (a) No their passengers - never forget the pax) to operations in subscription form is, as they say, overleaf. (b) Having received line-up clearance from (b) Yes, providing he owns the aircraft I the Tower , may a pilot back-track to the (c) Yes, on VFR aircraft only I runway threshold? (d) Yes, on private aircraft only I (GR Finlayson, Senior Tower Controller) (e) Yes I !------~--- 1 I I I I I I I Feeling a little query?

The AIRFLOW column is intended to pro­ Write to: AIRFLOW mote discussion on topics relating to avia­ Aviation Safety Digest tion safety. Input from student pilots and G.P.O. Box 367 flying instructors is particularly welcome. CANBERRA A.C.T. 2601 Anonymity will be respected if requested. Australia 'Immunity' applies with respect to any self-confessed infringements that are highlighted for the benefit of others.

Aviation Safety Digest 145 / i AERONAUTICAL INFORMATION SERVICE AUSTRALIA NOTICE CURRENT DOCUMENTATION AND PLANNED NEXT ISSUE even though the st rip may look like a licensed Western Australia aerodrome there is no system established by the CAA whereby pilots can be, or are, notified of runway works in progress, of temporary dam­ # # Document Current Issue age, erection of power lines, or even of the Planned Next Issue closing down of maintenance at an ALA. Even N Western Australia the aviati~n . indu str~ is if you fly to town once or more a week, it is faced with the problem of prov1dmg services your responsibility to ensure, each t ime, that Ito a small population spread across a large the ALA will be suitable for your landing. land mass: less than one tent h of the population DAP(E) 28-6-90 23-08-90 of Australian lives in an area approximately There is also a message in this for the owners one third of the Australian continent. This and oper ators of large 'public' ALAs (in the main, country councils or shires). Firstly, be DAP(W) small population means smaller revenue gener­ 31-5-90 26-7-90 ation with consequential limitations on the size aware that the CAA does not, and cannot, exer­ and numbers of the facilities that can be cise control over the condition of your 'aero­ 31-5-90 provided. drome' and, most important ly, cannot provide a INTERNATIONAL 30-5-91 system of notification to pilots when you intend AGA 0- 1-2 This set of circumstances has resulted in the to carry out runway works or otherwise change development of perhaps higher than average the usability of the ALA. When using an ALA, a numbers of Authorised Landing Areas (ALAs) AIP (book) pilot is under a common law duty of care to his 3-5-90 23-8- 90 to service mainly private and charter oper­ passengers to take reasonable care in all the ations in Western Australia. People in the avi­ circumstances to prevent injury. It is, of course, ation industr y are probably aware that the also the pilot's responsibility to ensure that the VFG (book) 3-5-90 23-8-90 concept of establishing landing areas by general aircraft is of a type authorised to land and take description is a means of enabling more people off at that ALA, that the aircraft is engaged in to benefit from aviation wit hout incurring the AIP/MAP 14-12-89 23-8-90 operations specified in the instrument of auth­ costs associated with the CAA having to accept orisation for that place, and that any conditions responsibility for the day-to-day standard of specified in the authorisation are complied VFG/MAP 14-12- 89 23-8-90 these facilities. with. A number of the larger country towns in WA ALA owners should also consider their sit uation provide ALAs which are, to all intents and p ur­ DAH 14-12- 89 23-8-90 at common law, under which is owed a duty of poses of the µsers, the same as licensed aero­ care to pilot and passengers of aircraft that are dromes. This similarity in appearance has led to use the ALAs. An owner provid ing an ERSA 8-3-90 23-8-90 some pilots to overlook or ignore the essential unlicensed aerodrome which is generally differences between licensed aerodromes and intended to be available for public use, but is ALAs. temporarily not suitable for that purpose, may An important example is that there is no sys­ be held liable if reasonable steps are not taken tem of notification to pilots when an ALA is to bring this to the attention of pilots who are unsuitable for aircraft operations. To overcome likely to use the facility and thereby cause the dangers associated with attempts to land at damage to their aircraft and injury to them­ #Dates quoted are effective dates ALAs which are eit her temporarily or perma­ selves or other persons. nently unserviceable, the CAA introduced a Although it is not possible to use the NOT AM requirement (see AIP AGA-6-2), that pilots are system of notification in association with ALAs, to ensur e that the runway is suitable for land­ consideration can be given to the use of notices ing or take-off. The Notes at AGA-6-6 go on to in local newspapers, to posters at the ALA remind pilots that t hey may require the itself, notices posted at the offices where land­ NOTE : NOTAM CLASS I AND CLASS II ARE TO BE READ IN approval of the landowner before using an ALA. ing fees are collected, and even aviation maga­ It seems that familiarity breeds complacency zines such as 40PA . Owners are advised that CONJUNCTION WITH THE ABOVE DOCUMENTS and during 1989 we saw in WA a number of there is no r estriction under aviation law on the incident reports submitted after pilots had collection of fees for use of ALAs; indeed such landed at unserviceable ALAs, thankfully with­ revenue might be used to fund an appropriate out major damage or injury. In one incident, a notification system. pilot attempted to land in the middle of run way Finally, ALA owners in need of assistance in works - to the embarrassment of the pilot , the marking of unserviceable areas etc are ISSUE: 10 anger of the council worker s, and confusion of advised that the CAA Field Offices may be able the ALA owner. DATE: 08 MAR 1990 to act as consultants, on a fee-for-service basis, The message must be brought clearly home to for all matters associated with aerodrome stan­ all pilots who operate regularly into ALAs that dards and aerodrome operation D viii / Aviation Safety Digest 145 .. Aviation Safety Digest Aviation Safety Digest 145 145 -- About half way through t he descent I looked My ex planation seemed t o r elax Ron because he back to see the calves gracefully suspended in slumped back in his seat and looked at the cock­ mid air. I was going to comment on this unusual pit roof. sight but Ron had rolled himself into the foetal I released the brakes to taxi out but position and was emitting high-pitched squeals. unfortunately the plane gave a leap and spun to the right. 'Oh hell', I thought, 'not the starboard At about 500 feet I levelled out but for some My BFR reason we continued sinking. When we reached wheel chock again.' 50 feet I applied power and that helped quite a lot. The bump jolted Ron back to full alertness. He looked around wildly just in time to see a rock As luck would have it, at t hat height we flew thrown up by the propwash disappear through into the dust cloud caused by the cattle and the windshield of his new Commodore. went IFR. I made a ment al note to consider an • Pilot submission While Ron was busy ranting about his car I instrument rating as soon as the gyros are repaired. Suddenly Ron's elongated neck and N THE PHONE Ron seemed such a reason­ ignored his requirement that we taxi to the -·I.. bulging eyes reappeared. His mouth opened able sort of bloke. He reminded me of the ALA and took-off under the powerlines. Ron wide, very wide, but no sound emerged. .. 0 need to do a flight review every two years. didn't say a word - at least not until the Even offered to drive out, look over my prop­ engine coughed at lift off, then he screamed, 'Oh God!' 'Take it easy', I told him, 'we'll be out of this in .... erty and let me operate from my own ALA. a minute.' Naturally, I agreed to that. 'Now take it easy', I told him firmly, 'that often .. Anyway, Ron turned up last Wednesday. happens on take-off and there's a good reason Sure enough, about a minute later we emerged; for it.' still straight and level and still at 50 feet. He said he was a bit surprised to see the plane Admittedly, I was a bit surprised t o notice we 'CRASHWORTHINESS' - a part of aviation outside my homestead because the ALA is I explained patiently that I usually run the were upside down. This minor tribulation that nobody really wants to know about - about a mile away. I explained that, being plane on standard MOGAS, but one qay I acci­ forced me to fly across to a nearby valley in suddenly becomes t op priority when you closer, this trip was more convenient. Actually, dentally put in a gallon or so of kerosene. To which I did a half roll to get upright again. are in an aircraft t hat might be just seconds there are power lines crossing it at about mid­ compensate for the low octane of the kero I from an unplanned interface with terra firma. way but it's really no problem to land and take siphoned in a few gallons of super MOGAS and shook the wings up and down to mix it up. By now the main herd had divided into two off because at the half-way point you are groups leaving a narrow strip between them. Sometimes items of crashworthiness , such as always on the ground. Since then the engine has been coughing a bit, but in general it works just fine. 'Ah', I thought, 't here's an omen. We'll land there.' worn seat attachments, frayed seat belts or For some reason Ron seemed nervous. So, faulty inertia reels, are often overlooked during although I had done the pre-flight inspection At this stage Ron seemed t o lose all interest in Knowing t hat the tyre problem demanded a t he rout ine inspections of the aircraft systems. only four days earlier, I decided to do it again. the flight test. He pulled out some rosary beads, slow approach I flew a couple of steep turns closed his eyes and became lost in prayer. with full flap. Soon the stall warning horn came Because he was watching me carefully I walked To gain an understanding of the var ious aspects right around the plane three times instead of I selected some nice music on the HF t o help on and so I knew we were slow enough. I of crashworthiness features in GA, t he Aviation my usual once. him relax. turned steeply onto a 75 foot final and put her down . Strangely enough I had always thought Med icine Branch are cond ucting a survey of air­ My effort was rewarded because the colour you could only groundloop in a taildr agger. craft in service. Members of the Branch , in com­ returned to Ron's cheeks - in fact, they went pany with Airworthiness officers are visiting bright red. Halfway throµ gh our t hird loop Ron at last various centres throughout 1990. Aircraft, In view of Ron's obviously better mood I told recovered his sense of humour. Talk about selected at random from the various types of him I was going to combine the flight test with laugh ... I've never seen the likes of it: he GA operation (training, ag. charter, etc), will be my requirement to deliver three poddy calves couldn't stop! carefully inspected. Not, though, before obtain­ from the home paddock to the main herd. After ing the owner/ operator 's consent - this is in a bit of a chase I caught the calves and tossed Meanwhile, I climbed to my normal NOSAR NO We finally rolled to a halt and I released the no way surveillance: it is an exercise in edu­ 'em in the back. DETAILS cruising altitude of 10 500 feet. calves. I then began picking clumps of dry cation for the CAA with the object of gaining grass. Between gut-wrenching fits of laughter information on the broad issues of We climbed aboard but Ron started nagging On levelling out I noticed some wild camels Ron asked what I was doing. about weight and balance calculations. Of heading into my improved pasture. I hate crash worthiness. course, I knew that sort of thing was a waste of camels and always carry a loaded .303 carbine I explained that we had to stuff the port tyre time because the stock likes to move about a clipped inside the door. We were too high to hit with grass so we could fly home. bit. However, I did assure Ron that I keep the them, but as a mat ter of principle, I decided to trim wheel araldited to neutral so we would have a go through t he open window. It was t hen that Ron started running. The last I always remain stable. The effect on Ron was electric. As I fired t he saw of him he was off into the distance, arms Anyway, I started the engine and cleverly mini­ first shot his neck lengthened by about six flailing in t he air and still shrieking with laugh­ mised the warm-up time by tramping hard on inches and his eyes bulged like a rabbit with myxo. ter. I lat er heard he had been confined to a psy­ Better knowledge = better safety; chiatric inst it ution. the brakes and gunning her to 3 500 RPM. In fact, Ron's reaction was so distracting that I I then discovered that Ron has very acute hear­ lost concentration and the next shot went Anyhow, t hat 's enough about Ron; I just got a ing. Through all that noise he detected a met­ through the port tyre. let ter from CAA withdrawing, as they put it, the surveys are for the benefit of all and allic rattle and demanded I account for it. Ron was a bit upset about the shooting ('Prob­ the privilege of holding a licence to fly. Now I your co-operation is sincerely appreciated. Actually it was caused by a screwdriver that ably one of those pinko animal lovers', I admit I made a mist ake in taxiing over the last month fell down a hole in the floor and thought) so I decided not to tell him about our wheel chock but I can't see what else I did that lodged in the fuel selector mechanism. The little problem. was so terrible. Can you? 0 selector can't be moved but because it was on 0 'All Tanks' I figured it didn't matter. However , Shortly afterwards I located the main herd and as Ron was obviously a nit picker I blamed the decided to do my fighter pilot trick. noise on vibrations from a stainless steel Ron had gone back to praying when, in one thermos I keep in a beaut little possie between smooth sequence, I pulled on full flap , cut the the windshield and the magnetic compass. power and started a sideslip down to 500 feet. Aviation Safety Digest Aviation Safety Digest 145 145 NII~ J)l~l~l~C~'l'S

Dear Sir, Dear Sir,

I have been told t hat aircrew members should Re ASD 142, AIRFLOW, page 18: not be blood donors. This came from an Cranky business Lycoming 0-360 crankcase unqualified source. I am aware that I could get The reference by R E Baird, and your reply, an expert opinion from Aviation Medicine but I reminds me of the everyday habit of grabbing A major contributing factor to failure in piston felt a paragraph or small article in the Safety hold of the propeller to push or pull an aircraft engines is the heat treatment process associated Digest on this matter would benefit a number of around. The engine may be cold or hot (she's with the weld repairs of crankcases and cylin­ people. Maybe you could give this some right, mate!). Is the ignition switched ON or ders, according to an investigation by the CAA. consideration for a future Safety Digest. OFF? - and I wonder if the ignition's earths are intact? (Gosh-where are those earth The investigation, carried out over the last sev­ Gary Cameron points?) Offenders often are experienced air­ eral months, found that a significant number of men, and include instructors. repaired crankcases and cylinders had failed in service. From time to i·ime the question is asked by I'd like to see BLAZONED REMINDER SIGNS around the hanger and in the flight office. CAA investigators found that the failures were flight crew members as to whether or not they may donate blood. In a healthy individual the While I'm on the job, thank you for your valu­ caused by the initiation and rapid growth of able publication. The QUIZ is a very good idea, fatigue cracks - some of which resulted in t he donation of one unit of blood every four to six months should not cause any problem likely to too; helpful and informative, especiaUy to the complete separation of cylinders, cylinder heads many who are no longer with training and, once, a severe in-flight fire. interfere with that individual's ability to operate an aircraft. All blood donation centres organisations. These fatigue cracks were related to the Nature offailure: Large section or crankcase broken away Nt1Wre of repair. Exte nsive welding in Lhe lower skirt region, lower cylinder deck region, check the donors haemoglobin level prior to adverse effect welding repairs had on the taking blood. If this level is thought to be on the strength of the heat-treated aluminium alloys no.3 cylinder Old and Not So Bold. Time si11ce repair. 270 hours low side of normal, blood donation is not used in the original engine components. Analy­ Couse of failure: Rapid propagarioa or fatigue crack, iniliating near a stud. Parent metal proceeded with. The only other significant sis of the investigation results showed that softened in the region of stud thread, hardness 60-85 HVIO, original component hardness effect related to blood donation is the loss of ... and thanks to you, too, O&NSB, for your repair procedures were not ensuring that the in the range 97-101 HVlO. 500mls offluid volume from the central support. OK, so we don't hear about too many welded alloy component was returned to circulation. This fluid depletion will invariably heads being chopped off as a result of unexpec­ specification. be replaced over the ensuing 24 hours by ted ignition, but, once again, the chance of such A report on the issue says, 'Any repair process normal drinking. In light of the above, an accident is a risk that is totally unnecessary which involves heating - for example, pre­ individuals who donate blood should allow the for anyone to take. and post-heating, stress-relieving or heating to elapse of at least 24 hours prior to proceeding allow disassembly and re-assembly of parts of a with duties as a flight crew member. component - may effect the mechanical Dr R W Liddell, Director, Aviation Medicine properties of the component by affecting [the strength of the material].' The report, titled 'Deficiencies in Crankcase and Lycoming cylinder GS0-480 Cylinder Repair Procedures - Continental Lycoming Horizontally Opposed Engines', was presented at a conference of CAA Airworthiness officers in Canberra on 20 Febru­ ary 1990. The conference, involving technical specialists responsible for engine defect analysis, mainten­ ance related problems and material evaluation, was told that there was an increasing number of failure in piston· engines which had been welded. It was also told that the Federal Avi­ ation Authority in the US had noticed a similar trend. The Canberra conference decided t hat the way around the Australian problem was an edu­ Nature of failure: Partial separation of cylinder he3d from barrel - severe inlligbt fire with cation program to spell out to industry the engine mounts so badly affected that the eng.ioc sagged onto the lower cowling. proper techniques to be used for the welding of Nature of repair. Cylinder barrel chromium plated. aluminium alloy engine components. The plan­ Time since. repair. 400 hours + () ning of this education program is now Time j·inct last inspection: 21 hours underway and industry will be advised as soon Ca11se of failure: Separation of head caused by rapid fatigue crack grow1h from barrel as the program is finalised. retention thread. L)'lindcr head material had been softened by proccssc~ used lo Aviation Safety Digest will keep you up to date disassemble and reassemble the cylinder during chromium plating, hardness or the head in on these initiatives D the range 60·68 H VlO ·original material hardness in the range 88-921 IVIO. Aviation Safety Digest Aviation Safety Digest • 145 145 ..

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Dear Sir The matter of carriage ancl use of radio by Requests for an en route instrument rating gliders was considered al length by the have surfaced many times over the years. Quite Authority's Standards Development Division rightly, in our opinion, the authority of the day The Summer Aviation Safety Digest contained last year, to honour a commitment give11 when has not developed a rating for the purpose an article, on the subject of mid-air collisions the flight notification require men ls were specifically described by the correspondent, between gliders, which highlights an anomaly although he is right in implying that a signal reviewed in 1979. In fact many gliders do Dear Sir, existing in the operation of aircraft cruising at carry quite sophisticated VIJF radios and there delight in flying is the ability to climb ov.t or above 5 OOO'. Whilst their powered counter­ are circumstances when their use is required through some cloud, enjoy a smooth ride on parts are busily maintaining quadrantal cruis­ (e.g. in controlled airspace). In his article top, then descend through patchy cloud at your 'Sequence of Events' (ASD 142) prompts me to ing levels, giving accurate position reports, and Duncan Ferguson didn't say, but it is quite destination without having to do an instrument have my say in the knotty question of Instru­ evaluating the relative position of other traffic likely his radio was rendered useless by the approach. No need for a formal and expensive in their area, all in the interest of collision collision, just as may occur to an aeroplcwe. ment Ratings. course here! However, let me give you another avoidance, glider pilots do not maintain a par­ The limitation on glider radios is more due to There is only one useful instrument rating in scenario: some years ago I expected such a trip, ticular level or track, or, as your article implies, limited battery capacity than technical sophis­ this country: the first class instrument rating, from S. Qld to Canberra, for the weather men carry VHF COMMS. Whilst gliders cannot, by tication or pilot ability to ·use them. the same as a Jumbo pilot has, together with had assured me of VMC all the way. No sir! By necessity, maintain levels or tracks, the car­ Glider pilots, like all VFR traffic or !FR traffic the renewal and recency requirements. It also the time I reached home I had flown an NDB riage and use of VHF COMMS, if they intend flying in VMC, must keep a good lookout, ancl represents the sort of time and expense that I approach to just above MDA for a fuel stop at operating above 5 OOO', would reduce the risk are obliged to maintain separation from pow­ for one can't afford, let alone keep on the off­ Dubbo, and then was faced with a 'real' !LS of mid-airs. If a glider pilot copies the position ered aircraft by 500 feet/600 metres. chance that I might be caught in cloud some­ into Canberra. Total time in cloud five hours report of an IFR CHARTER aircraft which indi­ thirty and two instrument approaches when the If glider positional information were passed by day. As a private pilot of thirty years' cates his track will cross the 'cloud street' in experience, now flying a SE four-seater, that forecast had indicated virtually no cloud! VHF radio to aircraft and/or Flight Service, it which gliders are operating, a simple broadcast rating is completely out for me. would only be of limited value. The information Proponents of an en route instrument rating for could avert disaster. If a glider inadvertently the Australian scene should think again. Fore­ drifts into an AFIZ (a glider pilot I know says is valid for approximately tivo minutes only; In Britain, where I learned to fly, and where beyond that time the altitude and position can­ instrument flying is a part of life (or death if casts are notoriously inaccurate, due to, I hope, this happens occasionally at places like Du bbo) the relatively few weather stations given the it would be appropriate to alert the AFIS. not be predicted. you don't have the experience), they brought in the very successful IMC rating. It was useful size of the continent. Frequently there are no The disregard for other traffic which results Apart from traffic, another reason for aero­ for people like myself, who just needed to pen­ reliable forecasts or actual reports of weather from the rules under which gliders operate is, planes and helicopters to give position reports etrate cloud in a controlled condition to go, say, ( ie no met. observer) at the destination. There­ however, overshadowed by what I consider a is that the CAA has the search and rescue alert­ u VMC on top, or descend through cloud into VMC fore I believe it would be irresponsible, on the dumbfounding disregard of the pilot's own ing responsibility for them. Gliders have their before landing. We were thus able to go, rather balance of probabilities, to state that the prop­ safety. Your article described two, apparently own approved organisation - the Gliding Fed­ than stay on the ground, or, what was worse, osition would hold good as an approved pro­ experienced, pilots who climbed into aircraft eration - for search and rescue alerting. go and try to remain below cloud and risk scat­ cedure for Australian conditions, either down from which they were quite prepared to jump The gliding symbol + +, u•ith or without a W tering ourselves over the hills. to lowest safe or any other selected height. In and in which all landings are forced, yet did not to indicate wire launching, i.s intended to my opinion the hardest part of any instrument have the facility to transmit a MAYDAY when imply the presence of gliders within a 20 mile I'd like to know people's reaction to such a approach - and that is what you might be 1 an apparent risk became reality. One pilot, radius. Hi'hen a gliding contest is on and sei - licence in Australia, particularly as the night committed to once you have entered cloud - is injured and bleeding, had to land near the 'pie eral gliders are flying the same course, a rating is not now considered an instrument the necessary manoeuvring from arrival over­ cart' in the hope that someone would notice him NOTAM is issued to advise other pilots of this. rating, and opinion appears to be 'Don't go!', head the beacon to the commencement of the and come to his aid. Gl-iders planning to fly beyond 20 miles from rather than help to get us airborne. outbound leg. The rest is relatively easy. I believe anyone who can fly an aircraft, pow­ their base are requested to ndvise Flight Ser­ For instance, I was in a twin from Kalgoorlie to ered or otherwise, can be taught how to use a vice so that other p-ilots mliy be made awarn of Perth. In command was a four-ringer with an FISCOM, and should be obliged to carry and use a glider in the area, but bear in mind that the instrument rating. On take-off he immediately VHF if he or she intends to operate at or above pilot's intentions may change depending on the selected autopilot and stayed on it throughout 5 OOO'. In the meantime, all those powered weather encoimtered en rm1 te. Nevertheless, FS, the journey. About 50 DME Perth, under radar pilots who thought they were safe on full having received a radio message fmm a glider control and just past last light we were cleared reporting at or above 5 OOO ', beware! Gliders that operations are taking place in a particu­ to descend from our cruise at 10 OOOft. There To summarise: the 'en route' instrument rating may be there. Many are deaf and dumb, and lar area 5 OOOft and abo·ve, icill provide gen­ was a band of cloud, tops about 7 OOO, base is currently catered for by the Command many carry a piece of emergency equipment eral information to /FR, RPT ancl M.LJ, (and, around 3 OOO; LSAL T was 2 500. The first pen­ Instrument Rating, the only safe way, I believe, you don't - a parachute! indeed VFR aircraft 0 11 a 'one-of) basis) eg etration was in patchy cloud with some sky ref­ to even consider flight in IMC. Although com­ 'Glidel' operating in . .. area al time . . . ,last erence, and part ground reference. As we mercial pressures exist to train you on all aids Yours faithfully reported level ... '. reached 4 OOO, it was solid whiteout for about (NDB, ILS/ LLZ, VOR and DME), a rating may In short, the best way to protect yaw· uircl'qft is thirty seconds before we broke clear. My point be obtained on only the NDB if yov so wish. to rely on your own (and /1011 r passengers') is that under VFR I would be illegal to do that, You need to pass the relevant exams, with just Clint Mckenzie eyes instead of somebody else's l'aclio, 1Phich and would have had to divert. With an IMC 15 hr of simulator time plus 15 hr of additional can al best only indicate /.hat there may be rating, that slight penetration of cloud would flying training IF YOU ARE GOOD ENOUGH. If something to see. J allow me to complete my journey, without the you are serious about your flying, that's the complication of a full IFR rating. way to go! - Steve Tizzard (E of A, GA) Standards Development Division and the Oper­ ational Standards and Procedures Branch of Airways Operations Group offer the following /and refer Brian Hill's letter in ASD 144 re comments on Mr McKenzie's observations: EA Mills financing this achievement - Ed} Aviation Safety Digest Aviation Safety Digest 145 145

A further, and most important, point is t hat the As a general observation, it's important to pilot's oxygen mask must have an integral realise that, although the rules only require ' ... Take a deep microphone (CAO 108.26.5). It's not much use oxygen above 10 OOO ft cabin altitude, mild (dangerous, in fact) to try to pass your ATS hypoxia, the first stage of oxygen deficiency, breath!' messages 'off oxygen' when you're above manifests itself particularly by night ~bove 10 OOO ft cabin altit ude. 4 OOO ft, causing a significant loss of visual So the new Order can make compliance some­ acuity ('Aeromedical Training for Flight Person­ what cheaper for operators of pressurised air­ nel', Department of US Army, 1983). And if craft, and oxygen may be seen both as an aid to you're one of that fast-disappearing(?) breed, more efficient operations and as a further form the pilot who smokes, be aware that even at sea of insurance against the possibility of being level the oxygen efficiency of your body may be forced into a threatening situation in the air. equivalent to that of a non-smoker at 8 OOO ft!

lncident:- COMPARATIVE ANALYSIS OF HYPOXIA SYMPTOMS VS ALTITUDE NOTE: If you are the proud owner of an At first glance the defails of the flight might not have Ambienl Allilude Time before unpressurised aircraft which is able to fly seemed particularly unusual - just a Cessna 172 on a (Feel) Symptoms Typical Symptoms above 10 OOO ft, supplemental oX'!}gen could private VFR flight from Broken Hill to a country town in none South Australia. But it didn't take Adelaide FS long to 4000 some loss of Nghl visOn increase your operational envelope dramati­ notice one thing that was out of order: the pilot had 10000 4Hts. labgue. slugglshness cally, if only by allowing you lo climb abo've the reported to Broken Hill that he was cruising at FL 140. A 15000 2Hrs. {oi 1ess) fatigue, drowsiness. headache. poor judge.nent weather or take advantage of fav ourable lalse sense of wed-being, over-c:onfidence. laulty reasornng, 18000 112 Hr. (or less) Cessna 172? . .. At 14 OOO ft? The FSO called the aircraft narrowmg field ol attention, blurring Vision, poor merrory tailwinds aloft. However, as you are required loss of muscular control, judgement. memory, reawmng, time-sense; and enquired anxiously of the pilot: 'Are you equipped 20000 1/4 Hr. (or lcss) to breathe OX'!} gen continuously above 10 OOO ft with oxygen?'. The reply was slow in coming, with the repealed purposeless movemenls; emobonal outbursts cabin altitude, chemical systems will be of lim­ words slurred and enunciated very slowly ... 22000 Minutes convulsions, loss of consciousness 26000 4·6Min. loss ol consciousness ited value because they normally only last for 'Nuh-eg-a-tive'. 30000 l-2Mn. Joss ol consciousness 15-20 minutes. Better by far, if you wish to con­ The FSO immediately suggested that the pilot begin a 38000 30St'C. (orless) lossolconsCIOusness sider flight above that altitude, to fit a gaseous descent to below 1O OOO ft. This advice was followed, IVIL AVIATION Order 20.4 has been 50000 10·12Sec. Jossofc:onsOousncss oxygen system 0 although communications from the aircraft still reflected a reissued, and one positive result is that it state of mental confusion and drowsiness on the part of Cnow should be significantly less expensive the pilot. However, once established below 10 OOO ft there to fit an oxygen system for certain types of appeared to be no further evidence of incapacity, the operation. radio transmissions became crisp and competent and the flight was completed without further incident. This article only addresses single-pilot aircraft (there are additional changes in the Order rel­ Al(a). t hen a rate of 500 fpm over the 1 OOO feet to The pilot later explained that he had climbed to FL 140 in Safe Endurance X G/S Back evant to multi-crews, but they will be actioned the assigned level an attempt to avoid the strong headwinds encountered at Time to PNR = G/S Out + G/ S Back his planned level of 6 OOO ft. Altogether, the cabin altitude by company check and training organisations). (AIP RAC/ OPS 0-23 10.2.3.3) had been above 10 OOO ft for around 35 minutes. Through­ Essentially, the new Order now allows chemi­ Safe Endurance = Fuel remaining minus Reserves (ie plan to arrive back with reserves A3.(a) If cleared for take-off, a pilot should not out this time, of course, the pilot should have been using cal oxygen systems to be fitted for operations backtrack or stop in a lined-up position; the air­ oxygen. by pressurised aircraft up to FL 250. The intact). Therefore 150 minus fixed reserve ( 45 minutes at approved consumption rate) craft must make a 'roll-on' t ake-off in one con­ On this occasion he was lucky - an alert FSO picked the changes to achieve this are: tinuous movement. apparent anomaly in aircraft type and actual altitude and (a) the deletion of the previous requirement for 36 = 114 kg. This figure represents 11 5% (ie made an intelligent assessment of the true situation. As it a pre-flight functional check, ie actually flight fuel + 15%), so 100% = 99 kg. 99 kg@ 80 ( b) Yes was, the flight ended safely, but it is more than possible donning a mask and breathing the gas (not kg/ hr = 7 4 min safe endurance (AIP RAC/ OPS-0-52 subject 5) that had it continued at FL 140 without the pilot being on A4. (d) . For planning purposes, the rated cover­ oxygen the progressive effect of hypoxia (oxygen depri­ possible with chemical systems because, once 74 x 180 Time to PNR = 180 + 180 = 37 min vation) would have led to disaster. (from a previous ASD) initiated, the oxygen-producing reaction is age of a VOR is: unstoppable); lncident:- Aircraft altitude (feet) Range (nm) (b) for the operating crew, a reduction in the Time to PNR X G/ S out 37 x 180 Aircraft type: Beech Baron nm = Below 5 OOO 60 minimum quantity of supplemental oxygen to Dist to PNR = 60 60 5 000-10 OOO 90 Pilot rating: Senior Commercial = 111 nm be provided from 45 to 15 minutes; and 11 000-15 OOO 120 Category: Private flight - Corporate/executive (b)(i) Take the example of a 40 kt tailwind (c) a choice for the aircraft operator to provide 16 000-20 OOO 150 Details: Pilot failed to make a position report; 30 minutes of oxygen for 10% of the passengers from departure: Above 20 OOO 180 INCERFA declared; contact finally made or - and this is part of the amendment - 15 74 x 140 (AIP RAC/ OPS-1-46 8.2.2.4) and aircraft descended to below 10 OOO Time to PNR = 28.8 minutes minutes for 20% (chemical systems, although 360 ft; flight completed normally. A5. Last light as calculated 0754 generally able to supply all passengers, only 28.8 x 220 Diagnosis: Pilot ·had fallen 'asleep' for 22 minutes. 106 nm UTC last about 15 minutes and once oxygen is Distance to PNR = 60 Reason: Hypoxia allied to fatigue initiated it will be necessary to descend to minus 10 minute 'buffer' - 10 * * * below 10 OOO ft before the supply runs out). (ii) For a 40 kt headwind: minus 30 minute Wx holding -30 It is important to remember, though, that there 74 x 220 Latest possible arrival time 0714 = 45.2 minutes is still a requirement to confirm the physical Time to PNR = 360 UTC serviceability of the system (mask, hoses etc minus total time interval - 89 ACTUAL ALTITUD APPARENT ALTITUDE pass your visual examination), and that there 45.2 x 140 = 105 nm Latest possible departure time 0545 (Non - Smokers( \tJi ( - ..... {Smokers) must be an approved self-check feature, eg Distance to PNR = 60 lL ~- '"- UTC Feet \\...... _ 'press-to-test' light, to assure you that the sys­ ~~L- Feet 0 Sea level f / -·;A- 8,000 tem has not previously been fired. This is In other words, for both tail and headwind the (AIP RAC/ OPS-0-12. 3.2.2 NOTE 2 [but see also 10,000 \ rif 4,000 necessary because the equipment is likely to be distance to PNR will DECREASE N OTE l ]; 20,000 22,000 fitted behind panels, and anyway it may not be (standard navigation formulae) VFG 24-1 and 24-2) immediately obvious from looking at the oxygen A2. A rate of climb/ descent of at least 500 fpm A6. (c) generator whether or not it has already been used. until the final I OOO feet of the level change, (ANO 100.5.1 Appendix II) r TO AIR TO AIR

CENE: Charlene and Ralph are at the Charlene: Checklists would help. Charlene: Why's that? like this: 'Mildura, ZZZ, Cessna counter in the Bankstown Briefing Office, 172, 30 miles north east, four thou­ FS B.O: Sure, but who takes their checklist Sand have submitted a flight plan for a FS B.O: Mainly, FS workload. In any case, sand, circ'uit area at zero five, with them to the pub, once the air­ below 5 OOO ft flight to Hillston in South-West pilots of VFR aircraft are required inbound; received Bravo'. Mildura craft is tied down? By the way, NSW. to keep a lookout for other aircraft, FS will then provide you with have you checked the frequency and to listen to the area VHF fre­ traffic information, if there are any boundaries on the latest Visual quency to ascertain whether there other conflicting aircraft. FS Briefing Let's have a look ... you've Enroute Charts? You will be chang­ are any other aircraft in their Officer: indicated Katoomba, Cowra and ing area VHF frequency several abeam West Wyalong as reporting­ vicinity. Ralph: And then comes the circuit area times en-route, and you w ill need report, right? points by putting a plus against to be on the correct VHF frequency Ralph: If we're above 5 OOO, are we then them. You've also nominated a when you make your broadcasts SARTIME. If you intend proceeding required to report our position? FS B.0: Right! 'ZZZ, circuit area Mildura, overflying Cowra and West runway 27'. Then after you've B050 on a SARTIME you don't need Wyalong, and inbound to Hillston. to plan reporting points, or to make FS B.O: Yessir! Let's say that you're finding landed and are clear of the landing position reports. But you are Ralph: Will we get frequency change it a bit bumpy below 5 OOO and area, 'ZZZ, landed'. required to make a broadcast prior reminders from Flight Ser vice? decide to climb to say, 6 OOO; to transitting the aerodrome at you're required to make the report Charlene: OK , thanks. What about when Cowra, and again at West Wyalong FS B.O: No, as I mentioned before, aircraft prior to climbing, and then make we're ready to depart again? if you are within 10 miles of the operating below 5 OOO on a position reports as if you are a aerodrome. Plus your inbound call SARTIME are not required to FULLSAR flight. The difference, of FS B.0: First of all, listen to the ATIS to at Hillston. report their progress. Flight Ser vice course, is that if you miss a pos­ find out which runway is pre­ would not know where you are. ition report, Flight Service wouldn't ferred, then make your taxiing Ralph: What sort of broadcast? commence SAR alerting until your report prior to entering any of the Ralph: Does that also mean we wouldn't SARTIME has expired. runways 'Mildura, ZZZ, Cessna FS B.O: Well, basically y ou are required to get traffic information? 172, taxing for Moorabbin, broadcast at 20 miles from the Charlene: Fair enough. Tomorrow, we'll be received Charlie, runway 27'. aerodrome, or descending through FS B.O: That's right. Not unless you intend 5 OOO feet, y our aircraft type, pos­ pushing on down to Mildura and to climb to 5 OOO feet or above. Ralph: What about traffic information? ition, actual level, estimate and then home to Moorabbin, depending on whether we finish our business intentions. Something like ... 'All Ralph: What if we do decide to climb in Hillston on t ime. FS 13.0: If there's any conflicting traffic, stations Cowra, ZZZ Cessna 172, above 5 OOO? two-zero miles north east, two Mildura FS will pass it to you, thousand, Cowra at four five, FS B.O: Well, first of all, you have to FS B.O: No problem. Give Wagga FSU a otherwise you'll get the advice: 'No overflying for Hills ton', will do report to Flight Ser vice that you ring to get your briefing and to traffic'. Remember, don't enter the fine. Incidentally, you'll be pushing are doing so. You tell them your submit your flight plan details. runway until you have received it to get VHF contact with Wagga callsign, aircraft type, position and Have you operated into an AFIZ traffic information. Once you're FS at Hillston. You'll probably have time at that position, intended a lti­ recently? airborne, report: 'ZZZ airborne'. to cancel SAR by phone, since you tude, next position and estimate, don't have HF. and destination. You will then get Ch ar lene: No, not for some time. I was going Charlene: Yes, it's a ll coming back to me now. traffic on any IFR, RPT or military to brush up on AFIZ procedures We report departure: 'ZZZ departed Ch a rle ne: We 'll phone Wagga FSU when we low jet that you may be coming tomorrow morning. three zero, tracking one three get into town. into conflict with by climbing to three, climbing to five thousand five hundred', and we get area the level above 5 OOO. If you're FS B.0: The main thing to remember about FS B.O: Fine, but please do not forget! I'll QNH from Flight Service. just amend your plan to indicate unable to contact Flight Service, an AFIZ is that everyone is you broadcast the same required to make several manda­ that you'll be cancelling SAR by FS B.0: That's right. Will you be descend­ phone. information. tory reports, so t hat the FSU can effectively assess you for traffic ing OCT A into Moorabbin? Ralph: Does that happen often - pilots Ralph: Once we're above 5 OOO, will we purposes. forgetting to cancel their continue to get a full traffic infor­ Charlene: Yeah; we're getting good at Lane of SARTI ME? mation service? Ent ry procedures. Ralph: And those reports a re ... ? FS B.O: More often than it should . My FS B.O: You'll get t raffic information on FS B.O: Well, ever ything looks in order guess is that pilots tend to get pre­ IFR, RPT and MLJ aircraft only FS B.O: The first is the report at 15 miles here; got your weathers and occupied once they reach their des­ when you advise changing level. from the AFIZ boundary, which in NOTAMs? tination. Who knows - perhaps Or, if you specifically request this case would be at 30 DME. By they are just so relieved to get traffic, you'll get information on all u th is time you should have taken Ralph: Yep; thanks for your help. there that cancelling SAR is some­ other conflicting aircraft, but it note of the A TIS on the NDB. If times overlooked, especially if t hey only refers to that particular point memory serves me correctly, you 're are unable to make radio contact in time. Flight Service a ren't reminded of right-hand circuits on FS B.O: No problems, enjoy your flight. with Flight Service, and have to obliged to continue to pass traffic runways 27 and 36 at Mildura. So cancel by phone. to you. your report would be something Charlene: 'Bye.