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Engine Fire in Flight Had Allowed Fuel to Spray out and Trols Showed That Although the Entering the Circuit Area of His Be Ignited by the Engine Exhaust

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Engine Fire in Flight Had Allowed Fuel to Spray out and Trols Showed That Although the Entering the Circuit Area of His Be Ignited by the Engine Exhaust Printed by David Syme & C Collins S t~'eef. imMitee ldb,ourne. publisher c.1. ot " 'l'he A• •e," 233 AVIATION GOOD NEWS FOR STUDENT PILOTS SAFETY. DIGEST The question of issuing student pilots with their Flight Radio Operator Licences. This has meant that own copies of Aviation Safety Digest has long been all students who did their training at controlled a bone of contention. Many students have justifiably D .e p a r· t m e n t of Ci vi I Aviation Austra l ia airports and were required to obtain radio operator pointed out that they, of all people, should be the licences before they could be sent solo, were auto­ No. 44 DECEMBER, 1965 ones to get the Digest so that they have ready access matically placed on the Digest distribution list as to a fund of "ready made" experience to help them soon as their radio licence was issued. develop a proper appreciation of the elements of good airmanship in the formative stages of their Whilst this arrangement was probably satis­ flying careers. factory as far as the majority of student pilots were .. concerned, it did not in any way provide for the The Department, on the other hand, has been conscientious student training at a non-controlled mindful of the fact that there is a very large per­ aerorome, who did not require a Flight Radio Contents centage of student pilots who do not complete their Operator Licence. fiying training, many who "give it away" before It also contributed nothing to reducing wastage, reaching first solo stage, and some who don't even as many of the student pilots who get as far as begin their flying training at all. The Department taking out Flight Radio Operator Licences, do not has no practicable way of assessing which students continue their flying training beyond the early Good news for Student Pilots 1 fall into these categories over the years, and although stages. it has been sympathetic to the student's problems, it To overcome these anomalies and yet still avoid After 30 Years, It's still Happening 2 has also been conscious of its stewardship of public money and understandably reluctant to commit a the high wastage rate that would be involved in large number of copies of each issue to what virtually distributing the Digest to all student pilot licence Human Balloon 8 amounts to the waste paper basket! holders, the Department has now decided to make a selective distribution to student pilots who have The degree of wastage that would be involved can reached solo stage, who have logged not less than Abandoned Take-Off 9 be appreciated from a few figures. In all, 5ome 16,000 15 hours flying and who are receiving regular flying copies of the Digest are now being distributed free instruction. The problem of determining which of charge each quarter. There are at present more students are eligible, will be met by making the dis­ Watch Those Turns 10 than 7,000 student pilot licences current, and they tribution through the training organizations and by are increasing by about 20 per cent. each year, so A nostalgic moment for Sir delegating to them the responsibility for ensuring Hudson Fysh , Chairman of Correction 13 that a decision to issue the Digest to all student that copies of the Digest are issued individually to Qantas, as he taxies a restored A vro 504K on to the tarmac pilot licence holders would increase the present those students that meet the entitlement qualifica­ during a brief ceremony at distribution by nearly half as much again. But tions. At the same time the Department will dis­ Kingsford-Smith Airport, Syd­ Mountain Slopes Claim a 180 14 ney, to mark the airline's 45th because as few as about 50 per cent. of student pilot continue issuing the Digest through the post to anniversary this month. Sir Hudson inaugurated the first licence holders ultimately qualify for a higher grade students who hold Flight Radio Operator Licences. Qantas services with an identical of licence, a very substantial proportion of this Avro biplane in 1920. The Qantas From the Incident Files 16 Recipients of the Digest, other than student pilots, Boeing 707 " Winton" seen in the increase in distribution would be to no effect. will not be affected by this new arrangement and background of the picture is will continue to receive their indvidual copies named after one of the original Agricultural Flying and Common Law - 19 This argument of course is of little consolation Qantas bases in Queensland. through the post as before. The replica Avro on permanent to those keen students who would make good use of loan from the Australian War their own copies of the Digest, but up to now the The Department has already written to all train­ Museum in Canberra, has been Journey into Nowhere 20 faithfully restored by Qantas problem has been met to a degree by providing ing organizations to ascertain the number of copies maintenance personnel and is to become the central exhibit of aero clubs and flying schools with library copies of each will require to achieve this distribution, and it Qantas' aviation museum in Sydney. Overseas Accidents In Brief 27 the Digest which were intended to be available to is intended that the change in policy will take effect students for study. Circumstantially, the Department with the issue of Aviation Safety Digest No. 45, in has also issued the Digest to all persons taking out March, 1966. Aviation Safety Digest is prepared in t he Ai r Safety Investigation Branch and published quarterly. Enquiries and contributions f or publication should be addressed to The Editor, Aviation Safet y Di gest, D epartment of Civil Aviation, Box 1839Q, P.O ., Elizabeth Street , MELBOURNE, C .1 . Except for that m aterial which is indicated t o be extracted f rom or based on another publication, in w hich case the authority of the origi nator should be sought, t h e mat erial contained herein may, with acknowledgment, be freely re­ produced in publications intended. prima1ily f or circulation in the Aviation I ndustry. All other publication, w hether by the printed word, r adio, or t el evision, must have the prior approval of the Department of Civil Aviation. D E C E M B E R, 1 9 6 S - 1 at a height of about 200 feet, two fences and skidded through and cleared of timber except for began a gentle left turn to return the gap in the trees. The aircraft trees and hedges forming wind to the aerodrome. h it the third fence obliquely, and breaks on the boundaries of some As he looked at the manifold finally came to rest facing baci{ paddocks. pressure gauge to throttle "the towards t he aerodrome. The cap­ The investigation ·beg·an at the good engine" p~ck to METO power, tain ordered evacuation and, with site on the afternoon of the acci­ the captain ·saw the starboard dent. The aircraft was intact but the first officer, quickly completed rn~edle was indicating only 40 had suffered damage to both wings inches instead of the take-off th e post-impact an d fire drills and nacelles and to the fuselage, power setting of 45 Y2 inches. The while the h ostess helped the pas­ mostly from imp'.;'.. ct with fence first officer checked the starboard sengers out t hrough the cabin posts. All con trol surfaces and throttle and pitch levers, but they door. No fire broke out and four systems were intact and capable of were both fully forward . Already minutes later t he captain turned normal operation. The wing flaps the airspeed was below 80 knots on the battery switch again and and undercarriage were retracted. and the aircraft was beginning to reported the outcome of the forced The aircraft had touched down in lose height, and the captain saw landing t o Melbourne Communica­ a substantially level fore and aft there would be no hope of getting tions Centre. attitude on a heading of 256 back to the aerodrome. Seeing a degrees, with the port wing slightly gap in the trees ahead of the air­ INVESTIGATION above the horizontal and the craft and a clear run beyond, the undercarriage retracted. The first captain headed the aircraft in The aerodrome at Warrnambool ground contact had been made by that direction, holding the nose up lies six miles north-east of the the rotating starboard propeller, as much as possible to try and town in open farming country 250 over a distance of about 75 fee t. reach the clear area: A stall warn­ feet above sea level. Runway 31 The por t propeller had then con­ ing buffet forced him to lower the h as an effective operational length tacted the ground intermittently nose again and he flew the air­ of 4,500 feet with an obst ructional for a further distance of 590 feet craft on to the ground with wheels clear gradient of 1 : 40. The site in the course of which the aircraft and flaps retracted. Th e aircraft of the accident was one mile west passed through two post and wire touched lightly before reaching the of the north-western end of the fences before the wheels made con­ first line of trees, sliced th rough runway where the terrain is level tact. The aircraft then slid for One minute after taking off from Warrnambool, Victoria, a Douglas DC.3 force- landed in a field with one engine feathered.
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