DOCSLIB.ORG

LANDING Av1at1on Safety Digest Is Prepared by the Department of Transport and Communications and Is Published by the Australtan Government Publishing Service

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
LANDING Av1at1on Safety Digest Is Prepared by the Department of Transport and Communications and Is Published by the Australtan Government Publishing Service 0 ' 0 ASD 134 SPRING 1987 0 LANDING Av1at1on Safety Digest is prepared by the Department of Transport and Communications and is published by the Australtan Government Publishing Service. It is distributed to Aus tralian licence holders (except student pilots). Contents registered aircraft owners and certain other Editorial persons and organisations having an operational interest in safety within the Aus· tra/1an civil aviation envlfonment. 4 Spring is in the air Flying has its ups and downs D1stnbutees who expenence delivery - especially in the Spring. problems or who wish to notify a change of address should contact: The Publications Distribution Officer (EPSD) Department of Transport and Communicat10ns 6 Afterthoughts? P 0. Box 1986, Carlton South. Vic. 3053, A safe flight is nicely finished off by a post-flight AUSTRALIA T'S SPRING at last. The birds are singing and it's time for us inspection. Telephone (03) 667 2733 to get back into the air after the winter lay-off. Most of us have just been through our leanest period of aviating for the year and we may be more than a little rusty. Our Covers familiarity with the aircraft and its systems, with procedures and Front. When the going gets tough ... the 7 The power of nature checks is at its lowest ebb. Our handling techniques - the vis­ Av1at1on Safety Digest is also available on tough get going. A major element in Thunderstorms deserve respect ual judgments and control inputs - are less automatic and may subscription from the Australian Government landing accidents is a late decision to go Publishing Service. There is a subscription - and a wide berth. need greater conscious effort. around. He who floats and flies away, form in this issue. lnqu;,ies and notifications It may be a wise precaution to have a dual ride wi th the CFI of change of address should be directed lo. lives to float another day? before we let ourselves loose on the world. Some study would Photograph by Brenton Hollitt be good value and so wou ld some 'air conditioning'. Mail Order Sales Pen tax SP 1OOO - Kodacolor Australian Government Publishing Service 8 Arrival - the best part of the journey? In the southern States. Spring weather can be changeable , with G.P.O. Box 84, Canberra, A.C.T 2601, Wha l does it take to make every landing a safe landing? frontal passages and gusty winds. The weather can turn fairly Back. In every walk of life. we have to fit AUSTRALIA quickly from sunny to heavy downpours. The rmal activity is in, to accommodate each other - there Telephone (062) 95 4411 . Telex AA62013 increasing and there can be significant mechanical turbulence. must be some give-and-take and there is Spring can ge a time of crosswinds. windshear and perhaps wet usually some unwritten code of behaviour. Subscriptions may also be lodged at runways. Aviation is no different. 'Do the right Commonwealth Government Bookshops m 13 How do I land thee? Let me count the thing' unto others and they will 'do the the capital cities. ways As we trundle the faithful craft ou t of the hangar, it is worth right thing' unto you. ['Do the right thing' reflecting on these conditions and our limitations and making There is more than one technique for landing an aircraft. unto the aeroplane also.] su re we are as prepared as the aircraft for the coming flights. My thanks to the N.S.W. State Pollution A major portion of this issue is devoted to the subject of the Control Comm1ss1on for permission to use approach and landing. Landing an aircraft safely, consistently material from their highly successful The views expressed in the Aviation Safety and well is the greatest challenge that we have to face. That is . campaign. Digest are those of the editor or the 14 Choosing the best approach individual contributor and are intended to not to say that all landings are poor. Attitude is the vital ingredient. stimulate discussion in the fields of aviation The vast majority of the thousands of Jandings carried out each safety and related areas. They do not year are safe and those that result in an accident or incident necessarily reflect the policy of the usually do not result in death or injury. Nevertheless. there are a Department. The articles are mtended to significant number of landing accidents and incidents (more serve as a basis for discussion and even argument in an effort to identify and resolve 15 A flare for landing than during all other phases of flight combined) and most of problem areas and potentially hazardous A new visual cue for initiating the flare. them are caused by you and me (the pilots of the ai rcraft) and situations. most of them are avoidable - if we pay attention to three aspects: decisions, Unless otherwise noted. articles in this publication are based on Australian • application, accidents, incidents or statistics. 18 The gentle touch • technique. Let the aircraft land itself. Reader comments and contributions are Some of you may have seen the new video, The Gentle Touch, welcome but the editor reserves the right to produced by the Department. It has been circulated to all flying publish onl'f those items which are assessed training organisations in Australia free of charge and may be as being constructive towards flight safety. shown and copied without restriction. I urge you to see it and 19 When everything turns to worms please let me know what you think of it. It is designed to pro· Reader contributions and correspondence mote discussion - as are the articles in this issue. Please talk shoufd be addressed to: Escape clauses - always check them. about them with your colleagues and only experiment when you have an instructor with you and when you have previously The Editor, briefed what you are going to try. Aviation Safety Digest Department of Transport and Communications Seat belt, belt, belt, belt, belt, belt, belt Editor: David Robson G.P.O. Box 367, 20 Editorial Assistant: Karen Hutchison Canberra, A. C. T. 2601 , AUSTRALIA I hear you knocking but you can't come in. Graphic Design: Lesley Gordon ©Commonwealth of Australia 1986 Photographs: P 4 Mike Cleaver ISSN 0045-1207 p 7. 8 BAS/ R85/979(7) Cat. No. 86 0310 3 DAVID ROBSON p 12, 13 Michael Jensen 22 Airflow Editor p 20 Steve Small Printed by Ambassador Press Ply Ltd The readers' column. 51 Good Street, Granville, N.S.W. 2142, Diagrams: Soussanith Nokham AUSTRALIA Aviation Safety Digest 134 There are four main types of turbulence - A wind gradient means that there is a graded mechanical, shear, thermal and wingtip vorti­ change, which is often sharp and pronounced ces. In our allowed airspace (below 500 feet (almost always an increase) in the wind vel­ agl), we can expect to find all of these types of ocity with height. The basic reason for this turbulence, at various times. situation is friction of the air with the earth's surface. A wind gradient is usually more severe 0 0 during stable conditions. Unstable conditions (usually caused by thermal activity) result in vertical air movement which mixes the air and evens-out the velocity at heights close to the Wingtip vortices are more likely to be found ground. The main times in which wind gradi­ near airrields, particularly joint-use GA/ UL ents can affect us are during a descent or turn fields. The vortex from an aircraft of equal within 100 feet of the ground (although it can wing-loading is quite noticeable; from a heavier be a problem even higher). aircraft it can be uncontrollable. Even a Cessna 150 produces vortices which may severely Turns in a wind gradient may also cause diffi­ affect ultralight aircraft. Since wingtip vortices culty because the wingtips are in air moving at flow rearward and downward from an aircraft, different speeds, so aileron response w ill be dif­ avoid flying below and behind anot her aircraft. ferent - and in an ultralight t he wind velocity A certain amount of t urbulence could mean a Take off shorter than a preceding aircraft and represents a significant proportion of cruise air­ slight bump in an airliner. However, the same land further down the runway than a preceding speed. If you are t urning downwind the lower Spring is in amount could have a quite severe effect on an air craft. Better still, wait for a couple of min­ wing will have more airspeed (hence more lift) ultralight, due to its very low size, mass and utes - and stay well clear of helicopters. so bank tends to decrease (or more control is needed): if you are turning into wind the situ­ the air wing-loading. The effect on GA aircraft also Shear turbulence often occurs at the meeting of ¥aries with wing-loading and would l>e some­ ation is the opposite and bank tends to increase cold and warm air masses. Air masses with dif­ - if the lower wing sta lls you are in serious where between the above two extremes. The ferent temperatures tend to move with differ­ danger is not so much the likelihood of struc­ t rouble, so either don't turn low down in strong ent velocities, due to their different origins or winds, or else fly faster near t he ground. tural damage from the thrashing of the air, but response to a pressure system. A cold or warm r ather the loss of control authority. Loss of con­ front , a sea breeze or simply an inversion will Thermals are rising parcels of air which arc trol at altitude could be recoverable or it could often present shear t urbulence.
Load more

Recommended publications
  • Aircraft Engine Performance Study Using Flight Data Recorder Archives
    Aircraft Engine Performance Study Using Flight Data Recorder Archives Yashovardhan S. Chati∗ and Hamsa Balakrishnan y Massachusetts Institute of Technology, Cambridge, Massachusetts, 02139, USA Aircraft emissions are a significant source of pollution and are closely related to engine fuel burn. The onboard Flight Data Recorder (FDR) is an accurate source of information as it logs operational aircraft data in situ. The main objective of this paper is the visualization and exploration of data from the FDR. The Airbus A330 - 223 is used to study the variation of normalized engine performance parameters with the altitude profile in all the phases of flight. A turbofan performance analysis model is employed to calculate the theoretical thrust and it is shown to be a good qualitative match to the FDR reported thrust. The operational thrust settings and the times in mode are found to differ significantly from the ICAO standard values in the LTO cycle. This difference can lead to errors in the calculation of aircraft emission inventories. This paper is the first step towards the accurate estimation of engine performance and emissions for different aircraft and engine types, given the trajectory of an aircraft. I. Introduction Aircraft emissions depend on engine characteristics, particularly on the fuel flow rate and the thrust. It is therefore, important to accurately assess engine performance and operational fuel burn. Traditionally, the estimation of fuel burn and emissions has been done using the ICAO Aircraft Engine Emissions Databank1. However, this method is approximate and the results have been shown to deviate from the measured values of emissions from aircraft in operation2,3.
    [Show full text]
  • Montebello Magic March 2017 Warmth of Winter’S Biggest Fly-In
    THE JOURNAL OF THE CANADIAN OWNERS AND PILOTS ASSOCIATION COPAFLIGHT MONTEBELLO MAGIC MARCH 2017 WARMTH of Winter’S BIGGEST FLY-IN COMING UP SHORT THE 850-FOOT INVITATION LOTS OF NEW CLASSIFIED ADS TEENS FLY RV-12 BASICMED VS. CAT 4 CANSO READY TO FLY #42583014 BUILDING CAREERS ON MEDICAL REFORM CELEBRATE WITH M P THE ISLAND COMPARISON FAIRVIEW JUNE 18 NAVITIMER COPA Limited Edition Breitling proudly launches the Navitimer World COPA, a 50-piece limited edition chronograph honoring the Canadian Owners and Pilots Association and perfect for global flight. The Breitling Navitimer has been a favorite among pilots and aviation enthusiasts since it was introduced in 1952 – the same year that COPA was founded. Powered by a COSC-certified selfwinding chronograph movement, this new and exclusive addition to the Navitimer series paying tribute to COPA’s contribution to general aviation features a dial and caseback showcasing the COPA logo. BREITLING.COM COPA_NavitimerGMT_8,5x11inches-BR17480.indd 1 30/05/2016 11:30 COPAFLIGHT EDITOR Russ Niles CONTENTS [email protected] 250.546.6743 GRAPHIC DESIGN Shannon Swanson DISPLAY ADVERTISING SALES Katherine Kjaer 250.592.5331 [email protected] CLASSIFIED ADVERTISING SALES AND PRODUCTION COORDINATOR Maureen Leigh 1.800.656.7598 [email protected] CIRCULATION Maureen Leigh AccOUNTING Anthea Williams ASSISTANT ADMIN Rajei Gill COPA BOARD Bernard Gervais, President and CEO 34 Executive Committee Jean Messier Feature Departments Chair, Quebec Director Bram Tilroe Western Vice-Chair, Alberta
    [Show full text]
  • Comment Response Document
    EASA SC-VTOL-01 Comment Response Document Note: The comments have been grouped by theme or objective and renumbered sequentially. Bookmarks are available to navigate the document. General type of vehicle Explanatory Note 1: type of vehicle The Special Condition (SC) has been developed to cover a new category of person-carrying vertical take-off and landing (VTOL) heavier-than-air aircraft with lift/thrust units used to generate powered lift and control. The vertical take-off and landing capability distinguishes this type of aircraft from aeroplanes. The Special Condition does not intend to cover traditional rotorcraft either but rather aircraft with distributed lift/thrust and it will be clarified that, for the SC to be applicable, more than 2 lift/thrust units should be used to provide lift during vertical take-off or landing. The Special Condition background mentioned “the aircraft may not be able to perform an autorotation or a controlled glide in the event of a loss of lift/thrust” as it is the case for some VTOL aircraft being proposed, however this is not a requirement. Comment Comment summary Suggested resolution Comment is an Comment is EASA EASA response observation or substantive or comment is a is an NR Author Paragraph Page disposition suggestion* objection** 1 1David Loebl, Background/Sc 1 “Although hover flight may be possible, the aircraft Clarify the condition where no glide is possible: Yes No Noted See Explanatory Note 1 AutoFlightX ope may not be able to perform an autorotation or a “…not be able to perform an autorotation or a controlled glide in the event of a loss of lift/thrust.” controlled glide in the event of a loss of lift/thrust implies that the given SC are not applicable for during hover.” transition vehicles that can fly also with aerodynamic lift.
    [Show full text]
  • Chapter: 2. En Route Operations
    Chapter 2 En Route Operations Introduction The en route phase of flight is defined as that segment of flight from the termination point of a departure procedure to the origination point of an arrival procedure. The procedures employed in the en route phase of flight are governed by a set of specific flight standards established by 14 CFR [Figure 2-1], FAA Order 8260.3, and related publications. These standards establish courses to be flown, obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements. 2-1 fly along the centerline when on a Federal airway or, on routes other than Federal airways, along the direct course between NAVAIDs or fixes defining the route. The regulation allows maneuvering to pass well clear of other air traffic or, if in visual meteorogical conditions (VMC), to clear the flightpath both before and during climb or descent. Airways Airway routing occurs along pre-defined pathways called airways. [Figure 2-2] Airways can be thought of as three- dimensional highways for aircraft. In most land areas of the world, aircraft are required to fly airways between the departure and destination airports. The rules governing airway routing, Standard Instrument Departures (SID) and Standard Terminal Arrival (STAR), are published flight procedures that cover altitude, airspeed, and requirements for entering and leaving the airway. Most airways are eight nautical miles (14 kilometers) wide, and the airway Figure 2-1. Code of Federal Regulations, Title 14 Aeronautics and Space. flight levels keep aircraft separated by at least 500 vertical En Route Navigation feet from aircraft on the flight level above and below when operating under VFR.
    [Show full text]
  • (VL for Attrid
    ECCAIRS Aviation 1.3.0.12 Data Definition Standard English Attribute Values ECCAIRS Aviation 1.3.0.12 VL for AttrID: 391 - Event Phases Powered Fixed-wing aircraft. (Powered Fixed-wing aircraft) 10000 This section covers flight phases specifically adopted for the operation of a powered fixed-wing aircraft. Standing. (Standing) 10100 The phase of flight prior to pushback or taxi, or after arrival, at the gate, ramp, or parking area, while the aircraft is stationary. Standing : Engine(s) Not Operating. (Standing : Engine(s) Not Operating) 10101 The phase of flight, while the aircraft is standing and during which no aircraft engine is running. Standing : Engine(s) Start-up. (Standing : Engine(s) Start-up) 10102 The phase of flight, while the aircraft is parked during which the first engine is started. Standing : Engine(s) Run-up. (Standing : Engine(s) Run-up) 990899 The phase of flight after start-up, during which power is applied to engines, for a pre-flight engine performance test. Standing : Engine(s) Operating. (Standing : Engine(s) Operating) 10103 The phase of flight following engine start-up, or after post-flight arrival at the destination. Standing : Engine(s) Shut Down. (Standing : Engine(s) Shut Down) 10104 Engine shutdown is from the start of the shutdown sequence until the engine(s) cease rotation. Standing : Other. (Standing : Other) 10198 An event involving any standing phase of flight other than one of the above. Taxi. (Taxi) 10200 The phase of flight in which movement of an aircraft on the surface of an aerodrome under its own power occurs, excluding take- off and landing.
    [Show full text]
  • FTW-8G Emergency Approach and Landing
    FTW-8G Emergency Approach and Landing READING ASSIGNMENT Pilot’s Operating Handbook, Emergency Procedures, Engine Failures AFH Pages 8-26 to 8-27 – “Emergency Approaches and Landings (Simulated)” Study Questions Pilot’s Operating Handbook, Emergency Procedures, Engine Failures 1. In the Emergency Procedures section of a POH, what is typically indicated by emergency procedure steps FTW-8G ? that are shown in boldface type? a) The steps should be memorized. b) The steps are optional. c) Additional information regarding those steps is contained in the amplified procedures section of the POH. 2. Why are the emergency procedures for dealing with an engine failure just after takeoff different from the procedures for dealing with an engine failure in flight? a) The best glide airspeeds are significantly different and result in very different glide angles. b) Engine failures at altitude may allow time for restart procedures to be attempted. c) If the wheels have not stopped spinning from the takeoff roll, the aerodynamics of the forced landing will be substantially different. 3. When responding to an engine failure immediately after takeoff, or for any forced landing, why is it a good idea to shutdown and secure the engine prior to landing? a) Having the engine on limits the effectiveness of flaps and ailerons. b) To reduce the possibility of a post-crash fire. c) To reserve some fuel for future takeoffs, if needed. 4. When should the airplane’s avionics and electrical system be shut down during a forced landing? a) Once landing is assured. b) Prior to squawking 7700 on the transponder.
    [Show full text]
  • B767 FMS Step Climb Predictions
    Page 1 BOEING 767 B767 FMS STEP CLIMB Step climb calculations depend upon prior calculation of the required profile for the current cruise altitude and the active route. This profile is based on scheduled speeds and cost index, beginning with current gross weight. If no wind or temperature forecast is entered, it is based on still air and zero ISA deviation prior to takeoff. In flight, the currently measured ISA deviation is extrapolated to all waypoints in the flight plan through the end of the flight. The actual wind is resolved into a headwind or tailwind component which is washed out to half its value in 200 NM during cruise or in 5000 ft during climb or descent. Beyond these points it continues to wash out exponentially. Entering wind forecasts will make the active flight plan profile prediction more precise. This can be done in two ways; An overall average wind entered on the PERF INIT page will be treated as a forecast of cruise wind. A wind forecast entered opposite a cruise waypoint on the RTE DATA page overrides the overall wind forecast from that waypoint on. In fact, it is retained for the remainder of the cruise segment until the next waypoint with a wind forecast entry. Therefore, wind forecasts can be precisely reflected in the FMC by entering winds opposite the cruise waypoints they take effect. They need not be entered at each waypoint, only those where there is a significant change in the forecast. These entries affect only the active or provisional route fuel/cost predictions.
    [Show full text]
  • ATP IFR Flight Planning Training Supplement
    IFR Flight Planning Training Supplement ATPFlightSchool.com Revised 2018-12-03 Revised 2018-12-03 Copyright © 2018 Airline Transport Professionals. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals. To view recent changes to this supplement, visit: atpflightschool.com/changes/supp-ifr Contents Introduction .................................... 1 Pre- Planning Preparation .............. 2 Overview ..................................................... 2 Weather ....................................................... 3 NOTAMs ...................................................... 5 Preferred Routes ....................................... 5 Departure Segment Planning........ 6 Departure Airport Information ................... 6 Takeoff Minimums ...................................... 6 Departure Procedure ................................. 6 Top of Climb Calculations ........................... 7 Arrival Segment Planning .............. 8 Arrival Procedure ....................................... 8 Descent Planning ....................................... 9 Arrival Airport Information .......................10 Choosing an Alternate ..............................10 Enroute Segment Planning .......... 11 Federal Airway Routing .............................11 Direct Routing Between Navaids or Fixes 12 IFR Altitudes .............................................12 Cruise Performance
    [Show full text]
  • National Transportation Safety Board
    ,oc ITSB'. ~MM :o 18 NATIONAL TRANSPORTATION SAFETY BOARD U.S. GENERAL AVIATION 1978 NTSB-AMM-80-8 >C rss llM , UNITED STATES GOVERNMENT TECHNICAL REPORT DOCUMENTATIO~ PAGE 1. Report No. I 2.Government Accession No. 3.Recipient's Catalog No. NTSB-AMM-80;...8 4. Title and Subtitle 5.Report Date Briefs of Accidents, Involving Corporate/Executive August 5, 1980 Aircraft, U.S. General Aviation, 1978 6.Performing Organization Code 7. Author(s) E.Performing Organization Report No. 9. Performing Organization Name and Address 10.Work Unit No. Bureau of Technology 3021 National Transportation Safety Board 11 .Contract or Grant No. Washington, D.C. 20594 13.Type of Report and Period Cove red 12.Sponsoring Agency Name and Address Accident Reports in Brief Format - U.S. General Aviation Corporate/Executive NATIONAL TRANSPORTATION SAFETY BOARD Aircraft, 1978 Washington, D. C. 20594 14.Sponsoring Agency Code 15.Supplementary Notes 16.Abstract This publication contains reports of U.S. general aviation corporate/ executive aircraft accidents occurring in 1978. Included are 87 accident Briefs, 23 of which involve fatal accidents. The brief format presents the facts, conditions, circumstances and probable cause(s) for each accident. Additional statistical information is tabulated by type of accident, phase of operation, injuries and causal/factor(s). This publication will be published annually. 17 ·Key Words Aviation accidents, corporate/executive 18.Distribution Statement aircraft, U.S. general aviation, probable cause, This document is available type of accident, phase of operation, kind of to the public through the flying, aircraft damage, injuries, p~lot data. National Technical Infor­ mation Service, Spring­ field, Virginia 22151 19.Security Classification 20.Security Classification 21 .No.
    [Show full text]
  • Dead-Stick Landing Ice Crystals Cause Dual Flameout
    ONRecord Dead-Stick Landing Ice crystals cause dual flameout. BY MARK LACAGNINA The following information provides an aware- unsuccessfully to restart the engines using bat- ness of problems in the hope that they can be tery power. Descending through FL 260, the avoided in the future. The information is based crew increased airspeed to 230 kt to attempt a on final reports by official investigative authori- windmill restart, but there was no indication of ties on aircraft accidents and incidents. engine rotation. “During the descent, ATC provided vectors JETS to the ILS [instrument landing system] approach to Runway 7 at Jacksonville,” the report said. No Training or Guidance on Hazard “The flight was in clouds during the descent, Raytheon Beechjet 400A. Minor damage. No injuries. with moderate to heavy rain beginning at about he Beechjet was on a fractional ownership 10,000 ft. As the airplane neared the airport, operation positioning flight from Indianapolis ATC provided continuous callouts of the dis- Tto Marco Island, Florida, U.S., the afternoon tance remaining to the runway that the pilots of Nov. 28, 2005. The airplane had been flown at later stated was very helpful in managing their Flight Level 400 (approximately 40,000 ft) for 30 descent and approach to the airport.” minutes and at FL 380 for about 15 minutes when The captain assumed control at about 9,000 the flight crew received clearance from air traffic ft. The landing gear was extended manually, and control (ATC) for further descent to FL 330. the Beechjet broke out of the clouds at about “The flight was operating in visual meteoro- 1,200 ft.
    [Show full text]
  • IAS: a Handle on Range Performance Bill Compton
    IAS: A Handle on Range Performance Bill Compton Indicated airspeed (IAS) is a landmark for range performance. At one weight, an airplane will have an IAS for Best range and least drag, VBr, with a Specific Range, SR, nautical air miles/gallon (nam/g). Vbr and SR vary with weight, By the formulas Vbr2 = Vbr1 √W2/W1, and SR2 = SR1 (W1/W2). Vbr and SR are independent of altitude. For the V35TC, estimating Vbr 112KIAS, 14.3 nam/g at 3400#, the numbers can be expanded by the formulas over the aircraft’s operating weight range, as in Table 1. Weight 1.0 VBr 1.0 SR 1.16 VBr .96 SR 3800 119 12.8 137 12.28 3400 112 14.3 130 13.73 3000 105 16.2 122 15.52 2600 98 18.7 114 17.95 Table 1. V35TC. Vbr and nam/g Table 2. V35TC at 1.16 Vbr and .96SR These numbers can be expanded in another way (arrow to TaBle 2). A “Target IAS” flown can Be a percentage above Vbr while accepting a predicted range loss. Range decreases more and more as IAS is increased. 1.07 Vbr still gives .99 SR; 1.11 gives .98; 1.16 gives .96 (TaBle 2); 1.26 gives .90; and 1.316 (Carson speed) gives .86 . A Bonanza has very long legs at 1.16 VBr, if you have the patience. In stable cruise flight, IAS is an index of thrust as well as drag. Thrust is a force, and does no work unless exerted over a distance.
    [Show full text]
  • WEC Aircraft Use and Safety Handbook
    AIRCRAFT USE AND SAFETY HANDBOOK FOR SCIENTISTS AND RESOURCE MANAGERS John C. Simon Peter C. Frederick Kenneth D. Meyer H. Percival Franklin DEVELOPED BY THE © University of Florida 2010 ABOUT THE AUTHORS John Charles Simon is a Research Coordinator for the University of Florida’s South Florida Wading Bird Project. He earned his private pilot’s certificate in 1986 and has flown over 750 hours as a passenger/observer in both fixed- winged and rotary aircraft conducting population and nesting surveys, habitat evaluations, following flights, and radio telemetry. Dr. Peter Frederick is a Research Professor in the University of Florida’s Department of Wildlife Ecology and Conservation. His research on wading birds in the Florida Everglades has used aerial survey techniques extensively and intensively, with over 1,500 hours flown in fixed-winged and rotary aircraft over 25 years. He survived one air crash in a Cessna 172 during the course of that work. Dr. Kenneth D. Meyer is Director of the Avian Research and Conservation Institute and an Associate Professor (Courtesy) in the University of Florida's Department of Wildlife Ecology and Conservation. Since 1981, Dr. Meyer's research on birds has involved fixed-wing and rotary aircraft for radio telemetry, population surveys, roost counts, nest finding, and following flights. Dr. H. Percival Franklin is Courtesy Associate Professor and Unit Leader of the Florida Cooperative Fish and Wildlife Research Unit. Its employees and cooperators, regardless of employment, are bound by strict aircraft training and use regulations of the Department of Interior. Dr Franklin has been a strong proponent of aircraft and other safety issues in the workplace.
    [Show full text]