[ventus45]

An interesting reading list - for the insomniacs ......

#1    #2    #3     #4   #5   #6   #7   #8    #9    #10   #11 - BRISBANE

Saved the best for last.

This graphic says it all really, and is from inside #12



Many will discagree with what follows, but I will say it anyway.

For my money, what concerns me most, is the effect that the sight of looming obstacles (that SHOULD NOT be there) has on a "modern day power pilot's" decision (on take off) to "continue", ie, to try to get into the air and climb over them, when in "former days", "good airmanship" would have dictated (even if slightly after lift off, ie, at a low height) to "abort" - "abort" - and land ahead - specifically accepting an over-run or an excursion into "the ruff" off the side of the strip, as the "very much lesser of two evils" outcome.  But that option doesn't really exist anymore, not for him, not there, that day, because there is no "field of ruff" there any more.

I am speculating for sure, I am not a certified human factors expert (never would want to be either), with a zillion degrees sticking out my arse, just an old glider pilot.  Glider pilots think differently to power pilots.  We have to.

Glider pilots have no options other than "down" if there is a "power loss" or "control problem" on take off.  In this context, our "power is one of, a winch (with cable), a tug aircraft (with rope).  If either the cable or the rope breaks, you are on your own. If the tug suffers a power failure (partial or total) you release immediately, or he pulls his release.  In all 4 possible case, you are "going down". There is "NEVER" an "option" to climb, not even if you run into "lift" off the end of the strip.  You plan accordingly.  You "land ahead" up to a certain point, beyond that you go somewhere else.  Every strip has it's "procedures" and "place to go".

Modern day power pilots on the other hand, are rigidly "GO MINDED" by both training and indoctrination. Take the problem into the air we are told.  Sort it, return, land, taxi-in, blast the LAME, and tell him to fix it, whilst we go have a coffe while he does it. Overly simplistic, but you get the point (I hope). Put bluntly, I think this "GO" mentaility is wrong. It has been "handed down" from the V1 - Rotate - V2 of the "big birds", and is simply not applicable to lighties,(in my view).

I think his repeated "maydays", with no other comment, are highly indicative of his "indecision" at a "critical point".  With some kind of obvious power or control proble (possibly both) apparent, and with left drift developing, he, as a good reliable modern power pilot, saw the DFO looming, and (ultimately) decided to "GO", to get up and over it.  He probably did "the correct thing", by the book, or at least, he tried to, but alas .......

BUT, if the DFO was not there, as in former times, and if the "airfield" was still a "large field with runways on it", instead of "runways poking out into the shopping centre", I am certain that he would have "plonked it back ON".  The YMEN accident would therfore most likely not have been a fatal, just a bent bird and a few bruises.

Moral of the story, ENCROACHING DEVELOPMENT "restricts" a pilot's "options" in critical situations, DECREASING safety, INCREASING the probability of a minor accident becoming a major accident, and DIRECTLY INCREASES the LIKELYHOOD of FATALITIES.

Enough for now.

"K" edit - Key to the Tim Tam cupboard for "V" - no discussion. Top stuff. P2 should get one too; but he already has a gold pass.