High Performance, Low Experience

For some this is faster than they feel comfortable with and the ‘Aircraft For Sale’ adverts in the various publications reflect a need by some of those pilots to step down, not step up, in aircraft performance.

And what sort of speeds are we looking at? The type of speeds that can result in problems are the 150kt+ type aircraft being flown VFR. That covers a lot of aircraft types but are usually singles and include, but are not limited to, aircraft such as the Beech 36, Cessna 210, Piper Lance, Cirrus, Lancair, Cessna 350/400 (nee Columbia 350/400), Glasair and Vans RV series.

A recent accident report issued by the Australian Transport Safety Bureau (ATSB) covers a fatal accident that comes into this area of increased aircraft performance. The aircraft in question was a Lancair 320 that departed from Townsville for Archerfield. After a three and a half hour flight the pilot, the only occupant, arrived at Archerfield, flew past the airport, lost control of the aircraft which stalled and spun in from a height from which it was not possible to recover.

The loss of control occurred when the pilot was operating in adverse weather conditions of low cloud, was tracking towards an area of reduced visibility in rain and towards terrain that was higher than the aircraft.

The report covers in depth what happened that day as well as the events leading up to the accident. A number of items of interest emerge from the report. The VFR certified pilot had to wait at Townsville until the weather improved in order to depart.

The flight was made nonstop for three and a half hours to a location that had known adverse weather, in fact IMC. The pilot had a total of 30 hours in the Lancair of which 22 were as PIC.

He had a total of 302 hours.

His previous experience had been gained in Cessna 172 and 172RG type aircraft. The Lancair does not have an artificial stall warning indicator like a certified aircraft.

All the items noted would have worked against the pilot in his endeavour to reach Archerfield. They are also the type of considerations that the pilot of any high performance VFR single should be reviewing in the planning of any flight. For the pilot of any aircraft, the step-up from a sedate 100kt cruise speed to 160kt can best be described as a quantum leap.

For most, the best path to high speed is via something in between, around 125-135kt, say an Arrow, Cherokee Six or Cessna 182.

Along with both the intermediate and high performance aircraft goes training with an instructor who has flown the type and is comfortable with those speeds.

As the ATSB report indicates, training should not be limited to just circuit work in fine weather but to include cross country flights in inclement weather. Above all, the new high speed pilot needs to be able to get his mind in front of the operation of the aircraft.

While CASA can ask that pilots get checked out to a competent level by way of aircraft engineering papers and flight endorsements, perhaps another way might also be to have aviation insurance companies insist that any low experience pilot/ owner insuring their new high performance aircraft with them has to have an endorsement carried out by an approved flight instructor to an agreed schedule.

That instructor would work with the pilot to complete not only the basic training area and circuit work, but also cross country flight including flight in reduced weather conditions, as well as stall awareness and recovery. The instructor would then furnish the insurance company with a written report of what training had taken place. Even then the insurance company might choose to protect its investment by imposing further conditions on the insured pilot and his aircraft. Those could include weather, area of operation, minimum hours and further checks.

Be aware, high speed by itself is not dangerous; it is the sudden stop at the end of the flight that is the worry.

Be sure to avoid that stop by building experience the safe way by getting a proper endorsement with an experienced instructor. Fly safely.  Contact Dave by email at: [email protected]