Aircrew AwarenessAircrew Awareness(Florida Wing Safety Down Day)(Florida Wing Safety Down Day)

•Presented by •Major Luis Garcia•Major Russ Reichmann

Safety Down DaySafety Down Day

Safety Notice 00-01Safety Notice 00-01 IncursionsIncursions National TrendsNational Trends Proper Preflight Procedures Proper Preflight Procedures CountermeasuresCountermeasures

National HQ National HQ Safety Directive 00-01Safety Directive 00-01

Issued by General Bobick on April 26, 2000 – Main subject - PROP STRIKES

Three prop strikes in 1999Three prop strikes in 1999– Two landing incidents, one taxiing incidentTwo landing incidents, one taxiing incident

Six prop strikes in 2000Six prop strikes in 2000– Two landing incidents, four taxiing incidentsTwo landing incidents, four taxiing incidents

TWO OF THE PROP STRIKES IN 1999 TWO OF THE PROP STRIKES IN 1999 BELONGED TO FLORIDA WINGBELONGED TO FLORIDA WING– N4949N - Damaged at Marco Island AirportN4949N - Damaged at Marco Island Airport– N98592 - Damaged at Vandenburg AirportN98592 - Damaged at Vandenburg Airport

N4949NN4949N Chain of events Chain of events

– Pilot in command - low time (200 hour range, 4.5 Pilot in command - low time (200 hour range, 4.5 hours night, low time in type)hours night, low time in type)

– Passenger - high time (ATP - retired airline pilot, Passenger - high time (ATP - retired airline pilot, low time [100 hours] in light aircraft)low time [100 hours] in light aircraft)

Pilot in command was on his last day of night Pilot in command was on his last day of night currency to carry passengerscurrency to carry passengers

Weather conditions - crosswind at airport with gusts Weather conditions - crosswind at airport with gusts beyond crosswind limits. Very dark nightbeyond crosswind limits. Very dark night

Pilot may have had a false sense of security with Pilot may have had a false sense of security with passengerpassenger

Night flight by both pilots had been .3 to .4 hours Night flight by both pilots had been .3 to .4 hours every 90 daysevery 90 days

ResultsResults Approach was made very high with low power setting. Aircraft touched Approach was made very high with low power setting. Aircraft touched

down short of touchdown zone at high rate of sink and bounced back into down short of touchdown zone at high rate of sink and bounced back into the air.the air.

Nothing was done to recover and when aircraft hit again the nose gear Nothing was done to recover and when aircraft hit again the nose gear fork suffered a catastrophic failure.fork suffered a catastrophic failure.

The prop struck the ground, the windshield cracked and the aircraft slid The prop struck the ground, the windshield cracked and the aircraft slid 600 feet before stopping.600 feet before stopping.

Total damage was in excess of $35,000.00 Total damage was in excess of $35,000.00

Temporary nose gear used to move plane and keep cowling off the ground while parked

Horizontal stress crack in windshield from force of landing

ResultsResults FRO commented that maybe the conditions FRO commented that maybe the conditions

were beyond the pilot’s abilitieswere beyond the pilot’s abilities Second time aircraft had been damaged in a Second time aircraft had been damaged in a

bad landing. Previous damage was in 1997 bad landing. Previous damage was in 1997

Temporary nose gear used to move plane and keep cowling off the ground while parked

Fork broke at red lines

N98592N98592

Chain of eventsChain of events– Pilot in command - Approximately 400 Pilot in command - Approximately 400

hours with substantial time in typehours with substantial time in type– Wanted to move aircraft to Sheriff’s Wanted to move aircraft to Sheriff’s

Office ramp for photo shootOffice ramp for photo shoot– Sheriff’s Office boat blocked part of the Sheriff’s Office boat blocked part of the

ramp arearamp area– Two aircraft before had been damaged Two aircraft before had been damaged

in that areain that area– Taxied on grass at high power settingTaxied on grass at high power setting

ResultsResults

While transitioning back to hard surface, While transitioning back to hard surface, prop struck the pavement prop struck the pavement

Aircraft damaged totaled over $ 25,000.00 Aircraft damaged totaled over $ 25,000.00 Aircraft suffered second prop strike in two Aircraft suffered second prop strike in two

years.years.

– Previous prop strike was in 1997

N99265N99265

Chain of eventsChain of events– Pilot in command - 400 hours, Commercial, Pilot in command - 400 hours, Commercial,

substantial time in typesubstantial time in type– Passenger - Low time, non Form 5, Private Passenger - Low time, non Form 5, Private

pilot, some time in typepilot, some time in type– Taxiing in tight locationTaxiing in tight location– Lack of aircrew coordinationLack of aircrew coordination

ResultsResults

Right wing struck fence post Right wing struck fence post damaging leading edgedamaging leading edge

Aircraft was three months out of Aircraft was three months out of transponder and pitot-static transponder and pitot-static currencycurrency

Passenger commented that during Passenger commented that during taxi the aircraft was done flying taxi the aircraft was done flying and he had his head down and he had his head down gathering his geargathering his gear

IncursionsIncursions

Current focus of FAA Safety Program Current focus of FAA Safety Program (Runway Incursions)(Runway Incursions)

CAP had one runway incursion in CAP had one runway incursion in 19971997– Occurred at towered airport during SAREX – Pilot was low time mission pilot was not familiar

with marking at airport

AIM lists standard markingsAIM lists standard markings Additional incursions have happened Additional incursions have happened

in Class B and Class C airspacein Class B and Class C airspace

Stan/Eval TrendsStan/Eval Trends

Lack of landing proficiencyLack of landing proficiency– Confusion with Land and Hold Short Confusion with Land and Hold Short

ProceduresProcedures– Confusion with displaced thresholdsConfusion with displaced thresholds

Aircraft incidents occurring under Aircraft incidents occurring under power during ground movementpower during ground movement

Lack of PTS knowledge by pilotsLack of PTS knowledge by pilots Lack of proper preflightLack of proper preflight

– Checklist usageChecklist usage– Aircraft Information FileAircraft Information File

CountermeasuresCountermeasures

Flight proficiencyFlight proficiency– Fly with CAP instructor or FBO instructorFly with CAP instructor or FBO instructor– Use CAPR 60-1 self proficiency guide Use CAPR 60-1 self proficiency guide

and PTSand PTS– Attend FAA Wings Seminar meetingsAttend FAA Wings Seminar meetings

Ask a Check Pilot to conduct a Ask a Check Pilot to conduct a practice Form 5 or 91practice Form 5 or 91

Remember that the aircraft is not Remember that the aircraft is not done flying until it is tied downdone flying until it is tied down

CountermeasuresCountermeasures

DeliberateDeliberate Operational Risk Operational Risk ManagementManagement

PROFICIENCYPROFICIENCY

VS CURRENCY VS CURRENCY

Any Questions?Any Questions?

Florida Wing Director of OperationsFlorida Wing Director of Operations– LTC Dave Lehtonen, delehtonen@attglobal.netLTC Dave Lehtonen, delehtonen@attglobal.net

Florida Wing Stan/EvalFlorida Wing Stan/Eval– MAJ Luis Garcia, flwgdov@aol.comMAJ Luis Garcia, flwgdov@aol.com– MAJ Russ Reichmann, chiefchk6@aol.comMAJ Russ Reichmann, chiefchk6@aol.com– Web Site - http://www.pompano.net/~flwgdovWeb Site - http://www.pompano.net/~flwgdov

Florida Wing Director of Safety Florida Wing Director of Safety – LTC Dave Fuller - Dfuller@mpinet.netLTC Dave Fuller - Dfuller@mpinet.net– CPT Jim McVay - Jmcvay2862@aol.comCPT Jim McVay - Jmcvay2862@aol.com

(Air Safety Officer)(Air Safety Officer)