The International Comanche Society - Pilot und Flugzeug

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Upon arrival at Halstead, they landed to the south and taxied back to the beginning of runway 17. The instructor stated that the wind was light and was still out of the south, as it had been all afternoon. He noted that a soft field technique was employed on the accident takeoff, and that the full runway length was used. He stated: “Just over half way down [the] runway – normal acceleration degraded. We were past abort point and due to dangerous road area elected to fly,” although the aircraft was “behind the power curve.” The First! your best deal on aircraft financing. After liftoff, the instructor stated the aircraft did not level out very much and was at a relatively high pitch attitude. Initially the aircraft climbed to approximately 40 feet above ground level. However, it settled lower and was “bobbling” in and out of ground effect as they approached the runway, according to the instructor. The flight instructor reported that, due to an inability to climb, they were forced to fly under a set of power lines at the end of the runway. The power lines ran along a roadway, which bordered the south side of the airport. He The First is proud to offer aircraft financing with a distinct advantage. Our banking executives are experienced with both financing and aircraft – as lending professionals, as pilots and as aircraft owners. We’ve been in your shoes, and flown in them, too, so call us first to get your best deal on aircraft financing. ■ Fast Response ■ Upgrades ■ Single and Light Twin Financing ■ Flexible Terms, Competitive Rates ■ New and Used Aircraft Aircraft Finance Division 1-888-559-8892 P.O. Box 420 Oskaloosa, Iowa 52577 ■ Refinancing ■ No Application Fees www.aircraft@fnbmidwest.com Member FDIC Equal Opportunity Lender Equal Housing Lender stated that they “could not accelerate” and were “unable to climb.” The decision was made to cut the power and impact (landing) was made before reaching more obstructions (trees). Initial impact was on the right wing tip and right main landing gear, according to the instructor. The aircraft came to rest about one-fourth mile south of the airport in a wheat field. Upon exiting the aircraft, he noted that the wind was now from the north. The instructor noted that SN05 did not have any weather reporting services, although a wind sock was located approximately one-half mile from the runway. He reported the runway condition as dry, short grass. Weather at the scene was reported as overcast with light winds, by the flight instructor. He estimated a tail wind component of 5 ~ 10 knots on takeoff. He stated that after the accident, the wind started picking up out of the north and the temperature got noticeably colder. Weather conditions reported by the Newton City/County Airport (EWK) automated weather observing station (AWOS), approximately 11 nm east of the accident site, at 1655 were: few clouds at 3,500 feet agl, and wind from 030 degrees magnetic at 9 knots. Both pilots indicated that there were no problems with the aircraft or engine, either prior to, or at the time of the accident. The FAA Airplane Flying Handbook, concerning soft field takeoffs, states: “After becoming airborne, the nose should be lowered very gently with the wheels clear of the surface to allow the airplane to accelerate … an attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of losing the benefit of ground effect.” Discussion Before a short discussion of the probable causes as determined by the NTSB, the situation begs for some questions: Way back when I learned to fly, we were told that the before takeoff procedure includes a glance at the windsock. This low-tech device shows the wind direction and velocity. From the report, we note there was a windsock on the airport and the instructor apparently looked at it after the accident. Why not have a look before takeoff? The normal acceleration degraded just about half-way down the runway. 20 • Comanche Flyer SEPTEMBER 2006
It means that there were some 1,300 feet until the end of the runway, which is turf and was dry. Why not abort the takeoff and aggressively ride the brakes? It should have worked. I fail to understand the meaning of “We were past abort point”. If acceleration degrades there must be something which is wrong or very wrong (like an engine failure, fuel starvation or a rapid change in wind direction) and may become more so in a second. Therefore, in most of these circumstances, aborting the takeoff would be the least hazardous action, and a fixed idea of an “abort point” may be dangerous. I still have to learn how an abort point can be determined. In this case, the aircraft climbed to 40 feet while still over the runway. It could not have been too close to the end of it. The above is what I believe to be the essence of the probable cause. However, there is a secondary probable cause. This relates to soft field takeoff procedures, but is applicable to every takeoff. It is understood that when a pilot sees obstacles growing larger through the windshield, the instinct is to pull back on the yoke. The correct action however is to maintain level flight and let the aircraft accelerate, then “jump over” the obstacle. A Comanche with a properly operating engine and full throttle will accelerate very nicely when leveled at 40 feet. We don’t know, however, whether the gear and the flaps, if deployed, were retracted. Generally speaking, before starting the takeoff run we should do some thinking as to what should be done if something possibly goes wrong. It is a moment of full concentration and attention, and some pre-evaluation may save us from a bad surprise. Likewise, before each landing the checklist and go around procedure should be clear, especially when under instrument conditions. A good state of mind is to say to oneself: I am going to make an approach to the runway and then go around, but if conditions permit I will abort the go-around and land. Lessons The wind may change suddenly from one flight to the next. At every takeoff, some thinking should be given to what should be done if something goes wrong during takeoff. Proverb Remember, you’re always a student in an airplane. SEPTEMBER 2006 Comanche Flyer • 21
Page 1: SEPTEMBER 2006 VOLUME 33, NO. 9 The
Page 4 and 5: Letter From The President A New ICS
Page 6 and 7: C O M A N C H E
Page 8 and 9: Now came the search for a twin. Eve
Page 10 and 11: Sharing a weekend trip with friends
Page 12 and 13: 2006-2007 ICS BOARD OF DIRECTORS &
Page 14 and 15: Technically Speaking Upgrading Supp
Page 16 and 17: ONLINE INTELLIGENCE Technically Spe
Page 18 and 19: Update Your Old Comanche Panel Make
Page 20 and 21: Pilot Pointers It Should Not Happen
Page 24 and 25: Flight into O’Hare Wasn’t Hairy
Page 26 and 27: ARCHES NATIONAL PARK M O AB UTAH B
Page 28 and 29: If mountain biking is not your thin
Page 30 and 31: For a place to stay, Moab has all t
Page 32 and 33: The International Comanche Society
Page 34 and 35: a great "big band" plays real dance
Page 36 and 37: There are numerous local attraction
Page 38 and 39: Fiberglass “Glareshield” One pi
Page 40 and 41: Fly-In Reports The South Central Tr
Page 42 and 43: Aircraft Interiors Standard & Custo
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Page 50 and 51: 48 • Comanche Flyer SEPTEMBER 200
Page 52: 3-BLADE COMPACT HUB PROPELLER 2-BLA

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