Double fatal at Watts Bridge

[Guest TOSGcentral]

Hi All,

 

This morning we had a double fatal at Watts Bridge. The aircraft was a GFA registered Falke motor glider that had been visiting for the Festival of Flight from interstate and took a couple of our members for a familiarisation flight before it left.

 

S&R Canberra called me out and I have shortly to go back out to advise the fire crew how to cut the second body out (the thing is a bloody mess) as I have about 700 hours on type and know them well. I then have to move the wreck as nobody else knows how they go together.

 

There is a lot of shock and grief around here at the moment. Most of the immediate family were on-site. I would appreciate NO speculation at the moment please as there is something here that is not adding up.

 

I will post in more detail (as is appropriate to the cirmustances) so hang cool.

 

What I can say is that the aircraft was on an apparently normal circuit and established on final. On short final it allegedly commenced a sideslip to port and pitched heavily nose down - hitting the ground very steep and going very fast.

 

Bad weekend for us all here. Barry Hemple killed in the Yak yesterday and now this today.

 

But let us all stay positive eh? These things do happen and we deal with them.

 

Aye

 

Tony

 

 

[Guest High Plains Drifter]

Sad to hear. two Watts regulars in two days. RIP

 

 

[Guest TOSGcentral]

I have just returned from the airfield after what has seemed a very long day.

 

 

It is with the greatest sorrow that I now report the passing of Shane Winter who was passenger on the aircraft. I cannot say more about the pilot because I am unsure of necessary next of kin contact having already been made.

 

 

Shane, for many years, has been the President of the Queensland Vintage Aircraft Group (QVAG) and has been a prime mover in the increasingly successful annual Festival of Flight fly-ins. The latest (and by reports the most successful) finished yesterday and as usual Shane and the regular stalwarts had carried over for the clean-up.

 

 

Shane took the opportunity of having a ride in the motor glider before it departed this morning..

 

 

The QVAG members present are uniformly in extreme shock and it has been a difficult day for all as it was about 4 pm. before the situation had progressed far enough for the clean up to commence.

 

 

I am adding nothing to what I reported earlier - I am very experienced on this type and am mystified as to how this event happened. In this case I assure one and all that speculation would indeed be fruitless. The wreck I have towed to a secure hangar where it is remaining under lock and key for coronial enquiry. I expect that there will be a full post mortem conducted. CASA did not put an investigation unit in but GFA very promptly sent a sound man to initiate their side and there was a lengthy police forensics study made.

 

 

Shane was a friend of mine who, over the past 13 years I have worked with at times very closely. So on that basis I would like to say a few words if I may.

 

 

Today I was wading in grief and some of it was my own. What I was obliged to do I did because it needed doing so I got on with it. I am well aware of sensibilities. Despite all this I still maintain my stance over this particular forum. All pilots and students can and should learn from the terrible price that continues to be paid and now is hitting us very frequently. That is of course if we respond with decorum and sensibility.

 

 

You all be careful out there – please.

 

 

Aye

 

 

Tony

 

 

[Flyer]

Our thoughts are with you all...

 

 

[motzartmerv]

terrible..just terrible ...tony, i couldn't imagine your grieff at the moment.. hearing of a loss from afar is one thing, but to loose a close friend, at your airfield, and then be involved with the rest of it, mate... just no words.. so sorry to hear . the jam tart is aching for you and all those involved..

 

 

[BLA82]

TOScentral I not only have my thoughts with the pilot and passengers family but also with you. To write your report must have been one of the hardest tasks along with what you did today aswell.

 

All the best wishes could not make us understand what you are going through so all I can say is all the best and my and everyone on this forum thoughts are with you.

 

 

[Guest TOSGcentral]

OK – we have had a terrible accident. Some people will naturally be wondering ‘what happened’ and ‘could it happen to me?” That is why this forum is here and that is why it is read so much.

 

So, while I may be skating on what is envisioned by some as thin ice, let me give you some facts (not opinion) and do so without attempting to pre-empt the enquiry that is commencing today – or draw any ultimate conclusions.

 

Circumstances. The aircraft (a Scheibe Falke) had attended the Festival of Flight at Watts Bridge and had been preparing for a long interstate return to base. Before it left a couple of local members were given a short familiarisation flight in the motor glider.

 

The pilot/owner was an experienced pilot and most conversant with the type. The passenger was also an experienced pilot with a broad experience base and well capable of controlling the machine if required to do so, even though maybe not experienced on motor gliders. They fly much the same as any other fixed wing aircraft.

 

The Wx was clear, calm and significant convective turbulence had not yet arisen i.e you could land in any direction you liked subject to other traffic in circuit with no particular piloting demands.

 

The aircraft was reported by eye witnesses of credibility to be established on approach to Watts runway 12. Opinion was given that it may have been slightly high but not abnormally so.

 

The aircraft was observed to go into a side-slip to port and then substantially pitch nose down. There was no observation of whether spoilers were deployed at this time.

 

The aircraft clipped a boundary fence 1100 mm high and impacted with the ground 1800mm towards the threshold of 12. from this fence. From measurements and geometry I conducted this morning the aircraft was in at least in a 32 degree nose down pitch attitude – probably more as the fence post would have been damaged by a rotating propeller tip otherwise it would have been felled as these are deliberately light plastic affairs to allow an aircraft to easily go through them.

 

The aircraft struck the ground in a yaw to starboard, crushing the port side of the nose and cockpit, but direction of travel was along the runway heading .

 

After initial impact the aircraft dissipated energy by sliding to rest, still in a nose down position, approx 4 mtrs from the point of initial impact. That impact was sufficient to tear out the single main undercarriage and detach it entirely. The engine/nose was displaced approx 700mm sideways from the center line of the aircraft.

 

Falke Background. I am experienced on the Falke and once specialised in low level emergency procedures on this type in addition to basic and advanced training – I know them backwards and did mechanical work on them as well.

 

The Falke is a most benign aircraft. The stall is tame to say the least and even provoking a nose drop of any significance has to be contrived. I have never been able to stall one in a sideslip and spinning them is almost impossible other than a quarter rotation incipient (which this aircraft was not doing).

 

The prospects of a Falke getting into that extreme a nose down pitch so near the ground is unbelievable to myself – but it obviously did.

 

The only other aspect to nose down pitch on the Falke is from spoiler deployment. This does cause a nose down pitch of perhaps 5 degrees that is easily countered by a pressure on the stick rather than any positive movement of the control.. If spoiler retraction has to be effected for a go around you can simply release the lever. This is heavily spring loaded and the aircraft automatically cleans itself up while you reach for the throttle.

 

Some conclusions. The aircraft struck the ground in a yaw to starboard and to maintain that amount of yaw in a Falke substantial rudder pressure has to be maintained.

 

The aircraft was in a very steep nose down attitude that is an unacceptable state of affairs for an experienced crew yet there were no signs of attempted recovery, and the aircraft was travelling quite quickly.

 

The only logical conclusions that may be drawn is that there was a fundamental failure of the elevator circuit – or – that the attitude was crew induced and maintained.

 

On the former – I did confirm that the elevator circuit (entirely push rods) were intact and locked at their extremities even with the extensive damage that had happened.

 

On the latter an autopsy may shed more light but whatever happened in that cockpit happened quickly and there was no time to counter it.

 

Final Words. I do now believe that I have a good grasp of what may well have happened and I have photographic evidence. I cannot go there because this is now under Coronial Enquiry. Equally I could be totally wrong and the aircraft control system has to be first untangled to determine that – or there could be another reason that I do not yet see.

 

What I can say openly at the moment, is that none of you should have any particular fears! If you comply with normal airmanship then you will never have trouble in a Falke (other than mastering the landing touch down – which can be a bastard for most first up).

 

Aye

 

Tony

 

 

[Kaz]

Tony,

 

This must be a terrible situation for you and I appreciate that you have taken the time to post the information you have. My thoughts are with you and with the families.

 

Cheers,

 

Karen

 

 

[Captain]

Nice, factual and sensitive report Tony. Thanks very much for posting it.

 

 

[Guest Flyer40]

Tony, 12 years ago I was in a similar situation of being responsible for investigating the death of a good mate. After spending the night crawling around his remains gathering evidence I was rattled. I don't know how you pulled it together, but I think these are some of your best posts. We all appreciate and admire your efforts to keep us informed.

 

 

[motzartmerv]

Yes Tony, a sensative factual report. It must be a terrible time for you and our thoughts are with you all.

 

 

[Mazda]

Thanks very much Tony.

 

 

[Guest airaile]

My thoughts are with you and the families of the two pilots who lost their lives in such a terrible accident.

 

Allan

 

 

[Guest TOSGcentral]

My appreciation for the kind sentiments expressed - greatly appreciated. But let us stay fixed on what it all (and this forum) means to all of us.

 

So we will go a step further - this is what it actually was (after clean up).

 

[ATTACH]6376.vB[/ATTACH]

 

[ATTACH]6377.vB[/ATTACH]

 

Now I have not quite finished - but for once we are going to settle, in real terms, what this forum is actually about!

 

T,

 

 

 

 

[Tony]

So sad.

 

I just think, would not a pilot release the pressure on the rudder and ailerons in order to cancel the side-slip forward and follow up with elevator use to set a stabilized and required speed on short final......for some reason they could not get this right in time.

 

I ask myself, were the rudder (or ailerons) unfortunatelly stucked in their quite extreme positions for a good side-slip but would not go back to neutral when required....., the pilots would not bother to move elevator up before clearing the side-slip.

 

On the first photo the rudder is still right hard.

 

 

[Guest TOSGcentral]

The rudder was quite free - that is just where I happened to have left it after inspecting the tail unit. You could move the rudder full travel with one finger.

 

The elevator was jammed in the position given on the photo primarily because of the forward damage (the torque tube for example was folded virtually in half). However there was nothing to suggest the entire control circuit had been defective prior to impact.

 

This was confirmed by a GFA airworthiness inspector who took a good look yesterday according to a telephone call that I received.

 

The three control circuits on a Falke are simple, well designed and (other than the rudder which is cable driven) are entirely push rod linkages.

 

 

[Guest Crezzi]

Many thanks for posting the report Tony - what a terrible weekend for aviation.

 

There was a fatal accident in the UK some years ago which was suspected to be caused by the pilots baggage interfering with the controls ( see http://www.aaib.dft.gov.uk/cms_resources/dft_avsafety_pdf_501600.pdf ). Maybe something similar have been a factor in this unfortunate case.

 

Best Regards

 

John

 

 

[Guest airsick]

There was a fatal accident in the UK some years ago which was suspected to be caused by the pilots baggage interfering with the controls ( see http://www.aaib.dft.gov.uk/cms_resources/dft_avsafety_pdf_501600.pdf ). Maybe something similar have been a factor in this unfortunate case.

Please don't speculate John, Tony asked us not to. At risk of taking this thread in the direction of numerous others...

 

With all due respect Tony why can't we speculate and discuss scenarios in this particular case? I respect the fact that you (and others here) are intimately involved and connected to this particular accident but this is no reason to quash any discussion. It just highlights to us how important it is to be sensitive to the feelings of those involved when we discuss these things.

 

John just mentioned something that could add value to these forums and potentially save lives. Had he followed your 'instructions' this would not have arisen. I note that this thread is pretty much as useful as a misleading journalist article at this stage. A few simple facts but no real insights. In this regard I find it not very worthwhile. Let's discuss things on a level that remains sympathetic to the people touched by this incident but also try to learn something from our own hypotheticals at the same time.

 

Accidents are horrible things regardless of whether someone dies or not but let's try and take something positive from them. If they promote discussion of safety issues then that's a good thing. Let's not shut down that sort of positive outcome.

 

And Tony, my thoughts are with you and anyone else affected by this tragic incident.

 

 

[Guest TOSGcentral]

My apologies Airsick. I stuck that embargo on as an intended temporary measure as I had posted only two hours after the event. By then I knew I would be able to provide a fair bit of information which would then steer comment rather than chase up blind alleys. Unfortunately I did not remove the 'muzzle' - go for it as far as I am concerned - I will give what answers that I am able, as in fact I already have started doing so. Go for it if you wish.

 

Here is another:

 

Hi John. Good idea mate and on the right track. There was actually very little in the cockpit. The parcel shelf behind the crew had had a few items on it (which had been cleared by the decelleration into the cockpit) but nothing that could have caused a control jam that I could see. The largest object (some kind of aerosol thing) possibly could have but was totally undamaged which it would not have been if force had been applied to it.

 

T.

 

 

[Guest TOSGcentral]

A few more odds and ends for you plus the current state of what is happening. The latter will give some insight into what happens with these situations for readers who have not been previously involved.

 

 

• The engine was running at impact and would probably have been fully throttled back which is normal approach configuration. From the position of where the difficulty was presumably encountered the Falke was quite capable of gliding the full length of 12 and going out the other end. This is quite normal with motor gliders hence why they have spoilers or airbrakes.
   
   
  
• There was no report that any power increase was made nor would that be needed under the circumstances. If a power increase had been made there would not have been any significant engine effects to disturb the aircraft vis a vis the relatively small engine compared to a rather large aircraft (over 15 mtr wing span)
   
   
  
• The fuel tank was dipped, there was fuel in it, but again this has no significance as the aircraft could have been entirely dead stick at the time and the situation would still have been entirely normal operations.
   
   
  

 

 

Some situation data:

 

 

• The local police stated yesterday that CASA were not interested and would be taking no action. That is normal these days in my experience – but we do still have to initially report to them and that is mandatory for any accident or incident.
   
   
  
• The police further stated that they were finding inspectors capable of inspecting the wreck as they were really not equipped to even though having responsibility for it. They opined that this would probably be GFA but if they could not get GFA then they would have to look elsewhere
   
   
  
• Search & Rescue (who originally sent me out) bowed out immediately I had given them my initial report of where the aircraft was, what it was and that full emergency assistance was on site– as they did not know other than it was ‘near Watts with an injured crew’. This is normal procedure and you then have to go to CASA itself.
   
   
  
• GFA did promptly respond and yesterday put an inspector on site.
   
   
  
• On an informal telephone conversation with GFA yesterday I was told that GFA had finished with the wreck and found no evidence of control malfunction. They considered that their part was now over and would be making their report accordingly. They invited me to do my own detailed examination (but let them know the results). That will not be possible until the wreck is released by the coroner or I am formally invited into the investigation (note that I am not speaking for GFA just recounting what was told to me).
   
   
  
• I expect that now the police will draw all the facts they have together and make an initial report to the coroner. The coroner will then decide if s/he can make a finding or will have to take to a court Inquest.
   
   
  

 

 

Generally, the above will give you a current appraisal and I will report more (within the bounds of taste and legal ability to do so) if anything significant comes up.

 

 

The situation is in fact moving quite rapidly and there is no indication of any of those involved that people are standing on their hands and will ‘get around to it’.

 

 

When the dust has settled I will do an overview on a new thread as there are some things that this event has underlined that I feel should be the subject of open opinion.

 

 

[Downunder]

Hello Tony,

 

In one picture, the seat belt is broken. Was this cut by the rescue team?

 

Regards.

 

R J Mitchell

 

 

[Guest TOSGcentral]

Yes - all four of the straps were cut off the pilot to get him out . That is why the still assembled buckle is laying on the ground at the bottom of the picture because we could not get at it.

 

 

[motzartmerv]

Tony, forgive my ignorance, but is sideslipping a normal procedure in a glider?? i noticed the brakes were not deployed.. Do the brakes work on a rachet type system or spring loaded, that is, would they retract when the pilot takes his hand off the handle? im not up on gliders enough to know but wouldnt braking be the first option?

 

You said witnesses said it entered a sideslip.. could they be sure it was indeed a sideslip and not some other factor ie turbulance, control failure, insipient stage of a spin??

 

 

[Guest TOSGcentral]

Nothing to forgive Motz - you are just asking questions for claification - that is what these forums are for!

 

I will C & P a filleted version of your post into your individual questions and answer all of them.

 

1. but is sideslipping a normal procedure in a glider?? Yes it is! It is an important standard skill for a glider pilot in that you have no 'Go Around' option in a pure glider and the technique is used on motor gliders to avoid the go around.

 

2. i noticed the brakes were not deployed. Please read the posts more carefully! The comment made was the the spoilers were not observed to have been deployed. They may have been and I imagine for a normal approach that they would have been deployed.

 

3. Do the brakes work on a rachet type system or spring loaded, that is, would they retract when the pilot takes his hand off the handle? Once again please read the posts. To explain again: First the Falke has spoilers and not airbrakes. Spoilers are lift dumping devices and can in fact cause an increase in airspeed if attitude is not controlled. Airbrakes are drag inducing devices and the attitude HAS to be modified to maintain airspeed - therefore increasing descent rate.

 

The Falke spoilers are spring loaded and will close when you let go of the control lever - like they snap shut.

 

4. im not up on gliders enough to know but wouldnt braking be the first option? It may be in an out of control situation when near the ground but the Falke does not have airbrakes. Its spoilers would just be a quicker way down!

 

5. You said witnesses said it entered a sideslip.. could they be sure it was indeed a sideslip and not some other factor ie turbulance, control failure, insipient stage of a spin?? The witnesses said that the aircraft appeared to be entering a side slip. Nobody said that this was maintained. The aircraft was certainly in a heavy yaw at impact. As stated above the weather was quite calm and convective turbulence only just starting. The aircraft may have gone through a 'bump' but nothing of the magnitude of a developed thermal that can really throw you around. Control failure now appears to have been ruled out. An incipient spin is out of the question on the flight path parameters - as is any kind of stalled regime.

 

Tony

 

 

[motzartmerv]

Ok Tony, thanx, sorry, i did read the post..like i said im not up on gliders so i got confused with the spoilers brakes thing..When you say control failure has been ruled out, does that leave structural failure of some description??

 

Please tell me if im overstepping the line.