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PUFA NEWSLETTER
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April 16, 1997
Jeff Rochon, President
Bernie Strotmann, Vice-President
Ken Buck, Treasurer
Glenn Ursel, Secretary
Mail to: Pacific Ultralight Flying Association
102-16071 82 Avenue
Surrey, B.C. V3S 2L6
PUFA Newsletter published by Glenn Ursel
From The President
by Jeff Rochon
Early this month I witnessed a fatal air crash at Delta Airpark. A "Fly Baby" attempted a take off... The engine on the machine apparently stopped and the pilot was unsuccessful in recovering from the stall and spin that resulted. The aircraft impacted nose flrst. The lone occupant did not survive.
We often hear of aircraft accidents but not many as close to home as this one. This particular accident brings home the stark reality that flying an airplane can be a dangerous undertaking. I hope that all members that do fly, will give the next and subsequent pre-flights some extra attention.
In this issue on behalf of Treasurer Ken Buck, your diligent Secretary, Glenn Ursel, gives those members still owing their dues a last respite . I can sympathize with those of you who have forgotten to pay having been guilty of tardiness myself. To continue receiving the fabulous Pufa Newsletter and to keep your membership in good standing, please remit your dues either by mail or to any executive member you may see.
Editorial Note
by Glenn Ursel
In the context of recent aircraft accidents at Delta Airpark and related safety issues, I include an article I copied off the Internet entitled "How to Control Panic" which covers rules for avoiding panic when your engine suddenly quits. Jeff also gave me the accompanying article entitled "Tips on Mountain Flying". I certainly do my share of mountain flying and have often flown into mountain valleys and passes near Pitt Lake and other areas off the Fraser Valley, such as Stave Lake, Harrison Lake, Jones Lake and Chilliwack Lake, etc. without adequate notice to anyone in the form of a flight itinerary left with a "responsible person". Pat Very's comments on the weather dangers one can encounter in mountain flying are a good wakeup call to the need to advise someone where you are going for your flying pleasures of the day.
In this issue of the PUFA Newsletter, I also include an update by Kathy Lubitz on the passenger endorsement for Ultralight pilots. I downloaded the article off her web site on the Internet and the article is interesting not only for the update on the passenger carrying issue but also for her explanation of the current regulatory process by CARAC (Canadian Aviation Regulatory Advisory Council) which replaces the former unilateral imposition of aviation regulations by Transport Canada.
For those of you with access to the Internet, you might want to visit our brand new PUFA Web Page courtesy of Daryl Hegyi at his company web site noted in the minutes of the last meeting which accompanies this newsletter.
HOW TO CONTROL PANIC
Charlie Boehnlein's article "The First and Last Flight" (June `96 UF!), chronicles a classic case of brain-lock precipitated by the failure of his engine during takeoff. Charlie gave some good advice about ways to thwart panic, and I thought I would put in my two cents worth, too.
Logically speaking, panic is all that remains when a pilot has no options left open to him. It is the result of being backed into a corner with nowhere to go. Or worse, it is the result of not having a plan or emergency options before the emergency occurs. Good pilots rarely come unglued in the cockpit. They are trained to consider every possibility during all phases of their flight, and to have a plan of action for each scenario. Having these options, pilots are too busy applying logical responses to an emergency to have time to panic. With the recent wave of well publicized air disasters, I was reminded of the many cockpit voice recorder transcripts I've reviewed in the past. In every case, the transcripts indicate the pilots struggled with trying to save the situation right up until the last 2 or 3 seconds before impact. At that point, panic generally took the form of a single expletive, or a reference to one's fondness for his mother...
When the great airshowman, Bob Hoover was put through the FAA's version of the Inquisition, he was asked, "What would you do if you were confronted with an unforeseen situation during one of your airshow routines?" Bob's reply was classic. "Why, I don't know I've never encountered an unforeseen situation." Typically, that response went right over the Fed.'s heads. Zzzzzinng! They took it as a smart aleck remark from an old Chuck Yeager era pilot, the kind of bugs-in-the-teeth, wrinkled and sunburnt skin pilot who the federales loathe. The point Bob was making, which was totally lost on these guys, was that after 40 years of airshow flying, he had considered every possible emergency; and had a planned response for it.
Panic almost never manifests itself in the classic Hollywood style - ranting and raving and crying and screaming while soiling your shorts. And it isn't controlled by getting slapped in the face. ("'Thanks, I needed that!') True panic is characterized by the inability to act. In a panic situation, the pilot is unable to effect a response to the emergency because his brain is suddenly flooded with a zillion subconscious suggestions from the peanut gallery in the back of his head. Oh, noooo. I'm gonna wreck my bird. where do I go? What do I do? Put the nose down! That's what ya get for using cheap oil, stupid! Watch the airspeed! Is this gonna hurt? Find an opening to land! Find a soft place to crash! Check the fuel valve! My wife is gonna kill me. Pull the choke! No hull insurance. Flaps down for a short field landing! I wonder if my underwear is clean?... "Shut up you guys! I'm trying to think!" Somewhere in that volley of one-liners, there are some viable ! options to act upon. Unfortunately when you're in a state of panic, you are unable to filter the good suggestions away from the use less ones.
Rules for Controlling Panic
Rule No. 1: AFTA
I'm not talking after-shave here. AFTA stands for Always fly
The Aircraft. This is really important, class. Repeat out loud
after me: ALWAYS FLY THE AIRCRAFT! Before you try to fiddle with
a failed engine... Before you try to troubleshoot the problem...
Before you do anything else, make sure you have your ultralight under control.
Once the ultralight is established in a stable glide, determine whether
or not you have the time to turn your attention to the fuel shutoff valve,
the ignition switches, the fuel mixture (choke), the EGT gauge, etc.
If you don't have the luxury of time to troubleshoot your problem, you
must turn your attention toward effecting a safe and controlled landing,
disregarding all thoughts of trying to save the situation by troubleshooting
the problem. Too many pilots have crashed by falling out of the sky in
a stall or spin because they were too busy yanking on a starter rope or
fiddling with their throttle, switches or instruments. If you take
the! acronym AFTA and add three more A's, you have the whole story
in a nutshell: Always Fly The Aircraft - Attitude-Airspeed-Altitude.
In the case of an engine failure, your response should be automatic.
(1) Attitude - Lower the nose to establish best glide speed. If you
are in a turn or some other
maneuver, level your wings.
(2) Airspeed - Keep your airspeed where it belongs, even if you have time to troubleshoot.
(3) Altitude - Determine how much space you have to work with, and immediately
execute the
appropriate plan for the situation. Note I emphasize the word plan, which
brings us to
Rule No. 2 in controlling panic.
Rule No. 2: Have a Plan
To some extent or another, we are all closet schizos. We have
the logical, decisive pilot side of our personality, and we have the nervous,
indecisive, scaredy-cat side. In an emergency, your two alter egos
will start screaming for attention. When armed with a plan of action
and trained or rehearsed responses, the logical, decisive personality becomes
the dominant voice in your head. If on the other hand, your decisive
side is unprepared to offer any advice, he will clam up and ol' Nervous
Ned will start screaming. That is why it is important to develop
a plan of action for every possible emergency scenario you can conceive.
Once the plan is developed, it should be rehearsed in your mind and in
the air when practical. Each phase of takeoff and landing as well
as en route should be considered for each type of emergency.
For instance: Engine Failure
A. Takeoff
1.During takeoff roll
2.During climb to 100 feet
3.During climb above 100 feet
B. En route
1.Below 500 feet
2.Above 500 feet
3.Over hostile terrain
C. Landing
1.Able to make runway
2.Unable to make runway
3.While in pattern
At my field, I have a predetermined plan of action for an engine failure at selected points along the takeoff profile. My plan includes pre-selected off-field landing sites for each direction of departure. I have determined the points after which an on-runway landing is no longer feasible, and I have even considered the effects of various wind conditions on my available options at each of these points. I always use the same departure profile on every takeoff; that is, I will not do any hot-dog maneuvers, such as low-altitude turns or other nonsense, that would put me in the position of not being able to execute one of my plans should my engine quit during departure. I have even developed a plan for executing a controlled crash at the most critical junctures - a crash that would probably trash my ultralight but give me the best odds for survival. When I land at a strange field, I always try to overfly it before getting in the pattern. I note the available off-runway landi!ng sites around the strip, the length of the runway; the wind direction and the location of obstructions. Before I take off from this field, I have already formulated a departure plan which includes my options at each point along my takeoff profile. Engine failures aside, I also consider departure options when taking off from a runway that is marginal in length and/or in marginal conditions. I consider impediments to my climbout from winds, temperature, field conditions, rising terrain and turbulence. I ask myself, "Suppose I get to the last 200 feet of runway and realize I won't clear those trees?" Is there room to turn toward a more open area or where there is a break in the trees? At what altitude should I be at the halfway point on the runway? A few weeks ago, I attended a fly-in at a neat place called the Ponderosa Pines. It was a public campground that included a 1,700-foot runway put in just for ultralights. About a half hour before departure, one of my comrades spied m!e checking out the departure end of the runway and the surrounding area near there. He asked me what I was doing. I explained I was just a little concerned about the departure. Ordinarily; 1,700 feet is more than ample for a Phantom to climb out of harm's way, but as we landed, I had noticed the air was "flukey". The air felt "dead," there were more downdrafts than updraft's, and now the temperature was near 90' and humid. There was' a good-sized wooded hill at the end of the runway, so the terrain could rise nearly as fast as we would. I pointed to an area about 500 feet away where there was a break in the trees and the hill sloped off away from the campground. "If I don't like the way things are shaping up, I'm gonna head that way". Turns out, that is exactly what I had to do. There was a downdraft rotor coming off the trees at the departure end of the runway. Coupled with the density altitude, it became apparent I would not clear the treetops. I drifted to the left, heading for the break in the trees, which gave me the extra space and clean air I needed to get out over the rising terrain. Luckily Plan B worked. Plan C called for me to break off the departure, execute a fairly tight turn under full power to fly back directly over the campground toward the runway in an attempt to gain altitude. If Plan C didn't work, Plan D called for me to ditch the Phantom along the edge of the campground in an area of scrub brush. I probably would wreck the ultralight!, and stood a good chance of getting hurt, but no one else on the ground would be injured. Frankly, Plan D was lousy - but at least it was a plan. It was a lot better option than doing nothing and riding my ultralight and my panic into the trees. which brings us to Rule No. 3.
Rule No. 3: Execute the Plan
When it's time to make a decision after the options have been identified,
do it. You can't afford to waste time arguing the finer points of
the variables in each option. Even the wrong decision, if executed
properly and in complete control, is better than doing nothing at all,
or waiting until your opportunity has passed you by. The decision
you make should be fairly simple because it will be prefaced by the conditions
of your situation at that particular moment. If your engine quits
during takeoff, and you are already beyond your "point of no return," your
decision is simple. Don't waste time trying to convince yourself
that you still might he able to put down on the last 10 feet of runway.
Set up for an off-field landing and do it now.
Options Increase With Altitude.
Every aircraft has a Cone Zone. The Cone Zone is a cone atop
which your aircraft sits. The slope of the sides of the cone are slightly
steeper than your best angle of glide. All the real estate which
lies beneath the base of the cone represents your possible landing
area. Obviously the higher you are when your engine quits, the larger the
base of the cone, and your landing options increase as well.
Rule No. 4: Practice, Practice
Having a plan means nothing if you are totally inept at executing it.
I am not a big advocate of suggesting to low-time pilots that they should
actually try landing in off-field locales, or in performing actual deadstick
landings. You can learn a lot by simulating these situations at idle
power right at your airfield. when you get to the point where you can pull
back your throttle at any spot in or near your pattern around the field,
and consistently make it to a predetermined, spot on your runway, you can
then think about trying some actual deadstick landings.
Other Emergencies
Suppose you break a rudder cable? What would you do if your elevator
jammed, or aileron(s) failed? Many ultralights can be adequately
controlled with the loss of one of these systems, provided they returned
to neutral after the failure. Can you fly your ultralight using only
trim and power? Can you turn using only rudder? What would be your
immediate response if a single flap failed in flight? If your aircraft
is equipped with an emergency parachute system, are you sure you could
find the handle and pull it if your ultralight were spinning or tumbling
out of control?
I am a big advocate of aerobatic training. In the good ol'days of pilot training, pilots had to be able to demonstrate recoveries from full stalls, tailspins and unusual attitudes to get their tickets. Today, spin training for private pilots is unheard of, and they are being taught "stall recognition," instead of stall recovery. In my opinion, there are way too many pilots out there who have never been in a situation where the aircraft is subjected to a roll beyond 60 degrees, or pitch over 3O degrees. Your very first encounter with a tailspin is extremely disorienting and even terrifying.
It is a guaranteed "panic-meister," and if that first encounter occurs at low altitude in an accidental entry, you are virtually guaranteed to crash.
"Stalls while in unusual attitudes, such as climbing turns, will often lead to an unintentional spin. Rogue thermals and even the wake of a Cessna 172 are enough to roll some ultralights right over on their backs. Are you prepared to effect a recovery if you suddenly find yourself upside down in your ultralight? I'm not saying you should take enough aerobatic training to become proficient in Lomcevaks, but could you locate and actuate your ballistic parachute handle in an inverted tailspin? Better yet, could you effect a recovery from an inverted tailspin without breaking your bird in the process? Find a qualified aerobatic school or instructor. Tell him you want to experience these scenarios and learn these recovery techniques. You will never regret the money you spend on this type of training, because you'll come away from it feeling much better about yourself and your ability to cope with emergency situations. The last rule for controlling panic actually should he the! first rule:
Rule No. 5: Never Back Into a Corner
If panic is all that's left when a pilot has no other options then
it follows that a pilot's first concern is to make sure he always has options
available. Buzzing someone over hostile terrain is a prime example.
If your options increase with altitude, why would you place yourself in
a situation where you already have two strikes against you? If you
are over hostile terrain, it's already a difficult situation to find an
emergency landing spot, even with plenty of altitude, so why erode your
options even more by doing something stupid at treetop level? Some
low-time ultralighters get into this sport because they've figured out
they can get an ultralight in end out of their backyards. Unfortunately,
the fact that their backyards are surrounded by woods, wires, subdivisions,
towers or other obstructions never occurs to them.
Most ultralights run on 2-stroke engines. You might consider that fact as one strike against you. Taking off with no viable emergency options to execute comprises the other two strikes and yoouuu'rre out! Even before you push the throttle forward. Maintenance of your ultralight is extremely important. If you're one of those guys flying on 100-hour plugs, faded sails, rusted hardware, no emergency chute and a tired airframe, you're flying on borrowed time. One curve ball over the plate may be all it's gonna take to send you to the dugout - the 6-foot deep one.
Remember, ALWAYS FLY THE AIRCRAFT, have a plan, execute the plan, practice, practice, practice, and never back yourself into a corner. If you do these things, you'll never have to wonder if you are prepared to handle an emergency.
Dennis Demeter
Article published on the Internet by Charlie Boehnlein with the permission
of Dennis Demeter.
Tips on Mountain Flying
When the geography of the land is irregular as in the mountains and coastal areas, flying can prove to be the most efficient and cost effective way in which to travel. The spinoff to this is the feeling you get looking out over the spectacular beauty and awesome ruggedness of the panorama below. It can be truly breathtaking.
Here are a few tips I've picked up over the years that you may find helpful when contemplating flight, out west, in God's country.
The key word when it comes to mountain flying has to be flexibility. You must gear your mind for constant change and be ready and willing to adjust your plans. This is not to say that the trip has to be cancelled if you run into weather, but rather to re-thought. Maybe the primary route is not such a good idea on this particular day. A good mountain pilot will make that assessment, adjust his routing, notify FSS ASAP and carry on. Be flexible, have a Plan B, or C or D...
Your must plan to have as many things going for you and your passengers as you possibly can. Filing a flight plan (or itinerary) along with any amendments to your route can enhance your chances of survival in the event of mishap. What is on board will determine how comfortable your stay will be. Always carry appropriate survival gear and clothing for you (and any passenger). Make sure you dress for the terrain. Carry a good first aid kit. Remember, ten minutes from home in the mountains can put you into country that could severely strain your survival skills. Always let someone know where you're going and when you expect to return, even on short flights. Make sure your ELT (if you have one) is operational, regardless of the inspection or battery date.
Know your aircraft's performance, especially how much room it takes to turn it around. Practice and become proficient in minimum radius turns. Turning is part of learning in the mountains.
Schedule frequent stops when flying unfamiliar mountain routes. Talk to local pilots. I've found them usually to be friendly, helpful and a wealth of knowledge. Other benefits of stopovers are enjoying the local topography, becoming familiar with the airport and local services; i.e. courtesy cars, rentals and proximity to hotels. You never know, on a future trip when the weather turns sour, you may be spending the night there.
Visibility is essential when mountain flying. What is marginal on flat land, might not be acceptable in the mountains. If you encounter poor visibility enroute, slow down, remember the radius of turn increases with speed. Be flexible, consult Plan B. Try to determine the wind direction and strength when entering mountain valleys and passes; look for clues such as ridge and peak plumes created by compression forming clouds on the downwind side. On the water, whitecaps will form at about 10 mph. Bear paws, those dark patches on the water, are caused by downbursts of wind indicating gusty conditions, downdrafts and probably a rough ride. Trees will bend and appear lighter on the upwind side. CU (cumulus) and TCU (towering cumulus clouds) will often slope downwind at the top becoming a great wind indicator.
Always check both sides of valleys when obscured by cloud. Stratus-fructose, the ragged cloud often encountered during moist air masses, clings to the valley walls. The view from one side can give you a totally different perspective than that of the other. CBs (cumulonimbus or thunderstorms) are bad news in the mountains and should be avoided like the plague. Visibility can drop to near zero in no time and downdrafts created by the cell can rush out the valleys and over the ridges with a vengeance, generating severe turbulence. They are also, by the way, the cause of many a forest fire in those out-of the-way valleys. If you come across a fire enroute, punch the position into your LORAN or GPS and pass it onto the nearest FSS as soon as possible.
Outflow winds are a common occurrence at certain times of the year in this area and have to do with pressure differences between the Interior and the Coast. Air flows our from the Interior through valleys and fiords and, as it accelerates in venturi effect, can reach velocities as high as 70 and 80 mph. The mechanical turbulence generated by these winds can be enough to ruin your day. Surprisingly enough though, because of the nature of these winds, two to three thousand feet above the range usually puts you in smooth air. Having said that, you should always be cautious and expect turbulence when surface winds are high.
Originally published in Aviation Marketplace, Chilliwack, December, 1996 by Pat Very.
The Ultralight Passenger Endorsement and The Process
In order to understand why aviation issues, and specifically the passenger endorsement for ultralight pilot, take so long to get resolved, I'd like to explain the process as I understand it.
With the introduction of the Canadian Aviation Regulations, a new method of amending or changing the regulations was put into place. Each area of the CARs has an Advisory Council (CARAC). This council initiates changes to the CARs. Any individual person or group can put an issue on the agenda for CARAC. Where further information is required or consensus can not be reached, the CARAC chairman can establish a Technical Committee or a Working Group. These working groups discuss the issues, make recommendations, and report back to CARAC.
The recommendations are forwarded from CARAC to the Regulatory Committee (Reg. Com.). The Reg. Com. is headed by the Director General, Don Spruston. It is here that the final decision is made. If the proposal comes to the Reg. Com. with consensus, it usually goes through with few or no modifications. If the proposal comes to the Reg. Com with dissenting views, the Reg. Com. can send it back to CARAC or make it's own decision. It is the Reg. Com. that actually makes the changes to the CARs.
The purpose of this process is to involve the aviation community in the development of regulations. The desire is to reach a consensus of all the participants in the Advisory Council. It is very important for all groups to be represented in the CARAC process to provide input from their area of expertise.
Where is the passenger carrying endorsement in this process?
This issue was unresolved when the Recreational Aviation Working Group finished. The Canadian Sport Aviation Council (CSAC) was formed as an industry group and it's first issues are the decertification of some older aircraft and the passenger endorsement for the ultralight pilot. The CSAC Ultralight Committee, headed by UPAC President Chuck Kiernan, has been tasked to gather information and recommendations from across Canada. The package from CSAC will reflect the views of Ultralight Pilots across Canada and not the view of any one organization. The schedule is:
April 24 - The ultralight package from CSAC will go to personnel from Transport Canada's System Safety section for a risk analysis and review. System Safety will conduct an investigation using this and other information provided by Transport and the Safety Board. They will have a report ready for the CARAC Part IV, Licensing meeting on June 5.
May 1 - Deadline for material for discussion at the June 5 meeting. Material must be in Transport's hands for copying and distribution to the CARAC members a month ahead of time to give the members time to review it before the meeting.
June 5 - CARAC, Part IV meeting. The ultralight package and the System Safety report will be on the agenda for discussion. After this meeting, there will be discussion during the summer, as time and schedules allow, to develop a final proposal for the Passenger Endorsement for the Ultralight Pilot Permit and for the Ultralight Flight Instructor who will provide the training for this endorsement.
September - At a CARAC, Part IV meeting (date as yet undetermined), the issue will be discussed by the members. Hopefully, the Committee will finalize a position and send it to the Regulatory Committee. What the Reg. Com. does depends on whether consensus has been reached CARAC. After Reg. Com. makes it's recommendations, I don't know how long it takes to actually change the CARs.
As you can see, the process is not simple; it is involved and it involves a lot of people and a lot of time. On behalf of UPAC, I want to thank the Ultralight Pilots who responded to our request for your views on this issue. Your input is crucial. We are trying to find a safe, but simple way for you to legally carry a passenger. There is still time to send us your views. Contact any UPAC Director, or I can be reached at phone 519-684-7686, fax 519-684-7009, or email elubitz@ionline.net.
Article published on the Internet by Kathy Lubitz @http://www.ionline.net/elubitz/status.htm