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Oshkosh Accident

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m.j.gregory(at)talk21.com
Guest

Posted: Tue Aug 01, 2006 12:10 am Post subject: Oshkosh Accident

In the week or so that has elapsed since the tragic loss of Cliff and Betty Shaw in their Europa at Oshkosh, in addition to the many expressions of grief and sympathy which we all share, there have been many postings on this list regarding the handling characteristics of the aircraft and their possible contribution to the crash.  Some of the posts might be regarded as scaremongering, and the Europa Club Committee feels it is appropriate to examine the aspects that might have a bearing on flight safety so that we all may learn something from the collective thoughts that have followed this tragedy.  

   

From the preliminary NTSB report and Bob Jacobsen’s further account we know that the aircraft stalled on final approach and appeared to hit the ground inverted.  We do not wish to speculate as to the possibility of pilot incapacitation or mechanical failure — this is properly left to the NTSB investigation and their final report — but we have reviewed the design, build and operation of Europa in the context of a stall/spin accident and would like to share the following thoughts with the aim of helping others to think in a way that may help to prevent future accidents.  

   

The handling of the Europa in flight is general regarded as being superior to many other light aircraft, including certified GA aircraft, and we would not wish people to gain the impression that its response near and at the stall was particularly dangerous.  Many aircraft will drop a wing at the stall, especially if the slip ball is not in the centre, and some homebuilt aircraft may exaggerate this tendency if there is a significant inaccuracy in build.  

   

When referring to measures used in preventing accidents, airline people use the analogy of ‘layers’. All these ‘layers’ are like slices of cheese with holes in them. The potential accident is trying to find its way through and occasionally it finds a hole in a layer of cheese. Provided the layers of cheese have few enough holes and there are enough layers and the holes don’t line up, the potential accident should not become a reality.  Layers can be anything from pilot training and aircraft design right through engineering practices and construction skills to pilot skill and coping with workload.  This helps us move away from scape-goating and looking at ways of either adding extra layers or reducing the holes in layers.  In the present situation the following layers come to mind:  

   

Design – We believe this was both professional and sound. We were lucky to have someone as knowledgeable as Don Dykins. If there had been a fundamental design problem it would have been identified before now.  

   

Construction – Without doubt there are bigger differences in construction of Classics rather than XS Europas. In both cases accurately setting up identical angles of incidence and identical flap positions between wings is every bit as important as aiming for the specified numbers. To ensure the washout is at least as much as that intended aileron droop should be avoided. If necessary both ailerons should be a little raised in straight and level flight. This is generally easier to arrange as the balance weight clearances from the top wing surface can be a problem if there is any droop.  

   

Pilot training – Whilst monowheels need specific skills for take-off and landing, stalls and the handling skills required should be no more demanding than any other aircraft type.  

   

Test Flying – Where possible this should be done by someone with significant Europa experience on many different aircraft. Also to avoid conflict of interest at least some test flying should be done by someone with experience who is not the owner. Where any unusual stall handling is observed this should be addressed before the aircraft receives its permit. Whether stalls trips and/or stall warners are used there should be no problem identifying the impending stall at least 5 to 7kts above the stall. As parts can move slightly (for instance due to wear) any changes of stall handling during annual flight tests should be addressed without delay.  

   

Pilot skills – Practice identifying the approaching stall and carrying out the stall recovery with minimum height loss regularly. Be sure to include stalls with gear and flap down as well as clean and practice identifying stalls in the turn. Obviously this should be done at a safe height. Always fly the aircraft in balanced flight (ie not cross controlled) unless you have significant excess speed above the stall. When flying in a high workload environment keep to as standard a pattern as possible. Outside distractions such as many other aircraft at an airshow or landing at a difficult strip or landing in bad weather must not prevent accurate control of speed and flightpath. We know this has led to landing with gear retracted in monowheels so stalling on base leg or on finals is just as possible in these situations. As they say Aviate – Navigate – Communicate. Another adage we use in the airline world is Plane - Path -  People. These help you prioritise your tasks. Do not feel pressurised to continue an approach if things are not right.  

   

Finally, whilst on the topic of adages, there are two more which come to mind:  

   

The superior pilot uses his superior knowledge to avoid using his superior skill.  

   

There are old pilots and bold pilots but no old bold pilots.  

   

We hope this very sad event has helped the rest of us take on board how suddenly things can change when we are least expecting it.  

   

Fly safely  

   

Mike Gregory  

Europa Club Safety Officer  

safety(at)europaclub.org.uk (safety(at)europaclub.org.uk)

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BEBERRY(at)aol.com
Guest

Posted: Tue Aug 01, 2006 12:59 am Post subject: Oshkosh Accident

Mike Gregory's notes are well made.  

  

 One point needs comment - flying cross controlled.  I have been0 in the habit of deliberately doing this in strongish crosswinds ( say 12 Knots0 +) in a Cherokee but have not attempted this in a Europa.

  

 There have always, as far as I know, been two recommended ways of flying0 cross wind approaches i.e. fly the centre line with rudder - with nose into0wind0 , and kick straight just before touch down or.. fly straight down the centre0 line with into wind aileron and opposite rudder, thus keeping the nose in line0 with the runway and 'into wind 'wing low.

  

 Recent comments about flying cross controlled appear to show that this0 latter method may not be a good idea.

  

 Comments?

  

 Patrick

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nwcmc(at)tiscali.co.uk
Guest

Posted: Tue Aug 01, 2006 2:52 am Post subject: Oshkosh Accident

Patrick  

   

I think the main point is that if you wish to fly cross controlled on the approach just make sure you have plenty of margin above the wings level stall speed. This is not just for Europas but for any aircraft. I fly cross controlled approaches in strong cross winds with the B777 as does the autopilot when I let it but in those conditions I would make sure the speed remains well above the minimum. Having said that excess speed can also be a problem going into small strips. If the conditions are challenging you probably would not be attempting that anyway.  

   

Nigel Charles  

   

--

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Trevpond(at)aol.com
Guest

Posted: Tue Aug 01, 2006 3:28 am Post subject: Oshkosh Accident

Well said Mike,

  

  

 Trev Pond

 Kit 598

  

  

  

 In a message dated 01/08/2006 09:12:44 GMT Daylight Time,0 m.j.gregory(at)talk21.com writes:

       

In the week or so that has elapsed since the tragic0   loss of Cliff and Betty Shaw in their Europa at Oshkosh, in addition to the0   many expressions of grief and sympathy which we all share, there have been0   many postings on this list regarding the handling characteristics of the0   aircraft and their possible contribution to the crash.  Some of the posts0   might be regarded as scaremongering, and the Europa Club Committee feels it is0   appropriate to examine the aspects that might have a bearing on flight safety0   so that we all may learn something from the collective thoughts that have0   followed this tragedy.   

    

From the preliminary NTSB report and Bob0   Jacobsen’s further account we know that the aircraft stalled on final approach0   and appeared to hit the ground inverted.  We do not wish to speculate as0   to the possibility of pilot incapacitation or mechanical failure — this is0   properly left to the NTSB investigation and their final report — but we have0   reviewed the design, build and operation of Europa in the context of a0   stall/spin accident and would like to share the following thoughts with the0   aim of helping others to think in a way that may help to prevent future0   accidents.   

    

The handling of the Europa in flight is general0   regarded as being superior to many other light aircraft, including certified0   GA aircraft, and we would not wish people to gain the impression that its0   response near and at the stall was particularly dangerous.  Many aircraft0   will drop a wing at the stall, especially if the slip ball is not in the0   centre, and some homebuilt aircraft may exaggerate this tendency if there0is a0   significant inaccuracy in build.   

    

When referring to measures used in0   preventing accidents, airline people use the analogy of0   ‘layers’. All these ‘layers’ are like slices of0   cheese with holes in them. The potential accident is trying to find its way0   through and occasionally it finds a hole in a layer of cheese. Provided the0   layers of cheese have few enough holes and there are enough layers and the0   holes don’t line up, the potential accident should not become a reality.0    Layers can be anything from pilot training and aircraft design right0   through engineering practices and construction skills to pilot skill and0   coping with workload.  This helps us move away from scape-goating and0   looking at ways of either adding extra layers or reducing the holes in0   layers.  In the present situation the following layers come to0   mind:   

    

Design – We believe this was both professional and0   sound. We were lucky to have someone as knowledgeable as Don Dykins. If there0   had been a fundamental design problem it would have been identified before0   now.   

    

Construction – Without doubt there0are bigger0   differences in construction of Classics rather than XS Europas. In both cases0   accurately setting up identical angles of incidence and identical flap0   positions between wings is every bit as important as aiming for the specified0   numbers. To ensure the washout is at least as much as that intended aileron0   droop should be avoided. If necessary both ailerons should be a little raised0   in straight and level flight. This is generally easier to arrange as the0   balance weight clearances from the top wing surface can be a problem if there0   is any droop.   

    

Pilot0   training –0   Whilst monowheels need specific skills for take-off and landing, stalls and0   the handling skills required should be no more demanding than any other0   aircraft type.   

    

Test0   Flying0– Where0   possible this should be done by someone with significant Europa experience on0   many different aircraft. Also to avoid conflict of interest at least some0test0   flying should be done by someone with experience who is not the owner. Where0   any unusual stall handling is observed this should be addressed before the0   aircraft receives its permit. Whether stalls trips and/or stall warners are0   used there should be no problem identifying the impending stall at least 5 to0   7kts above the stall. As parts can move slightly (for instance due to wear)0   any changes of stall handling during annual flight tests should be addressed0   without delay.   

    

Pilot0   skills0–0   Practice identifying the approaching stall and carrying out the stall recovery0   with minimum height loss regularly. Be sure to include stalls with gear and0   flap down as well as clean and practice identifying stalls in the turn.0   Obviously this should be done at a safe height. Always fly the aircraft in0   balanced flight (ie not cross controlled) unless you have significant excess0   speed above the stall. When flying in a high workload environment keep to0as0   standard a pattern as possible. Outside distractions such as many other0   aircraft at an airshow or landing at a difficult strip or landing in bad0   weather must not prevent accurate control of speed and flightpath. We know0   this has led to landing with gear retracted in monowheels so stalling on base0   leg or on finals is just as possible in these situations. As they say Aviate –0   Navigate – Communicate. Another adage we use in the airline world0is Plane -0   Path -  People. These help you prioritise your tasks. Do not feel0   pressurised to continue an approach if things are not0   right.   

    

Finally, whilst0   on the topic of adages, there are two more which come to0   mind:   

    

The superior pilot uses his superior0   knowledge to avoid using his superior skill.   

    

There are old pilots and bold pilots but0   no old bold pilots.   

    

We hope this very sad event has helped0   the rest of us take on board how suddenly things can change when we are least0   expecting it.   

    

Fly safely   

    

Mike Gregory   

Europa Club Safety0   Officer   

safety(at)europaclub.org.uk (safety(at)europaclub.org.uk)0   

[/quote]

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BEBERRY(at)aol.com
Guest

Posted: Tue Aug 01, 2006 4:12 am Post subject: Oshkosh Accident

In a message dated 01/08/2006 11:53:21 GMT Daylight Time,0 nwcmc(at)tiscali.co.uk writes:

    

I think the main0   point is that if you wish to fly cross controlled on the approach just make0   sure you have plenty of margin above the wings level stall speed. This is0not0   just for Europas but for any aircraft. I fly cross controlled approaches in0   strong cross winds with the B777 as does the autopilot when I let it but in0   those conditions I would make sure the speed remains well above the minimum.0   Having said that excess speed can also be a problem going into small strips.0   If the conditions are challenging you probably would not be attempting that0   anyway.   

    

Nigel0   Charles   

 [/quote]

 

 Thanks for the comments.  As always it boils down to having a good0 speed margin.  I regularly use an 800 yd grass strip and never have trouble0 in stopping in half the length even with 10+ knots above min approach0 speed.

  

 Patrick

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