Situational awareness and free beer

At the end of the day it means that as pilots we have to keep a good eye on what our fellow pilots are doing and try and help them fly safely. I would like to think they would do the same for me.

To begin. There I was standing next to my aircraft when I noticed a Chieftain on final approach, but with his gear still up. A quick call on the radio and he went around. I bet his face was red.

Another time I was in the training area when an Aerostar went flashing by with the mains retracted but with the nose gear down. A call on the area frequency and centre managed to alert the pilot he had a problem.

Another time I was at a gathering at Cowra. A low-powered two-seat low-wing was at the holding point, but with full flap down. A call on the radio and suddenly the flaps went to full up. Small aircraft decline to perform well with full flap on takeoff.

At an Army base with an airstrip, it was a no-fly day for me and my civilian aircraft with very low cloud on the surrounding hills. A V-tail Bonanza was in the parking bay. The pilot got into the machine without a walk-around and started the engine with a view to departing. I had to assume he was IFR rated. There was one hitch – the pitot cover was still in place. I walked into the pilot’s view with palms extended in a ‘wait’ gesture. I took the cover off the pitot head and passed it through the storm window. There was no smile or thank you gesture from the pilot. It would have been interesting to take off into the soup with no airspeed indications.

For those who fly Warriors you may be aware the cowl latches are sometimes prone to come loose. If the rear latch comes loose the cowl just trails in the part open position. If the front latch comes open it is possible that the cowl will flap around and eventually open in flight. It is a design deficiency. So there I was in the run-up bay keeping an eye on my student plus looking around. The Warrior next to us had a front latch open. I hopped out and alerted the pilot. After he shut down I secured the latch. Whenever I send a student solo I always walk around the machine looking for ‘odd things’. History would show they happen.

Another event that comes to mind was when I spotted a PA-30 Twin Comanche taking off with a vapour trail behind it. I called the tower who alerted the pilot. The aircraft made a circuit and landed. After shut down the fuel caps were secured, properly. A similar case in Queensland ended up with a fatal crash.

And then there was the PA-28 Warrior that departed over the built-up area with a trail of something behind it. Not right I thought and called the tower. They relayed my message to the pilot who replied saying that there was a funny smell in the cockpit. The aircraft landed. The belly was wet with oil. I checked the dipstick for oil. There was none. The aircraft had only a short time to run before the engine seized – over a built-up area. The pilot had not picked the low (read zero) oil pressure. Never did get a thanks from the pilot.

So what does all of this mean? Put simply, we as pilots have to be so careful. Careful for ourselves and careful for our fellow pilots by way of checks, situational awareness and observation.

That MOCA test

This column has touched on the subject of the MOCA test for ageing pilots in previous issues. Recently this writer sent an email to CASA asking about the notice to pilots that CASA Av Med advised it would be sending out before Christmas 2012. That notice did not appear but the test is known to have been used to check the cognitive level of at least one pilot.

CASA replied advising: “Currently the test is used on a case by case basis. Av Med is currently reviewing the MOCA test to assess how best to apply the test for certification. Once that process is completed the DAMEs will be notified of the procedure.” There was no mention of when pilots will be advised.

In short we will have to wait and see what the test comprises and how it will affect (senior) pilots going for a medical renewal.

Contact Dave by email: [email protected]

 A call on the area frequency and centre managed to alert the pilot he had a problem.