Not entirely correct Richard. This was a club procedural and endorsing
problem, not an aircraft or pilot/endorsing instructor problem.
While there is no detent in the back seat as you have pointed out, providing
the U/C handle is against the cockpit wall, then the U/C is locked, either
Up or Down as selected against the appropriate placard. The handle must
simply be against the cockpit wall. As Mike Borgelt
has pointed out, the U/C warning check is one of those extra checks required
by our club in
an attempt to cover up the breakdown in the pre-landing check.
This was the incident pilot's third flight on type, his first with a
passenger and only his second in the back seat and some time (days at least)
after his two endorsing flights. (Just 40 minutes on type) All the aircraft
systems (Including the U/C warning) worked as advertised in the Flight and
Maintenance Manuals, although there is an issue with the actual in flight
loads required to cycle this aircrafts very robust U/C. (I personally accept
the heavier loads for the gain in safety as I have no problem with those
loads)
The endorsing system in place failed the instructor who conducted the
incident pilot's type rating. There were also other non aircraft specific
club procedures not followed on this flight that contributed to this
incident. As procedures and their enforcement are my responsibility, I have
accepted blame for this incident. Type specific changes to the endorsement
procedure and its enforcement at our club have been revamped. New Confor
foam back rest cushioning that had been on order is now provided for short
arm pilots. The requirement for 5 command flights on type before conducting
passenger and TIFs has been pointed out once again in all available forums.
Type specific logbook ratings highlight requirements to both pilot, and if
necessary, the authorising instructor on the day so minimum requirements are
confirmed prior to flight.
Finally, the U/C warning device is considered by many as a distraction and
is certainly not the primary check for U/C Down and Locked for any seat in
the DG-1000. Please refer to our club's new endorsing requirement for this
splendid aircraft:
*************************************************
DGZ Pre Landing Undercarriage Down Checks
One must always check the undercarriage is locked down by rote with the
following:
· Front Seat
1. Check the U/C lever position AGAINST the U/C down placard.
a. Check the U/C handle goes all the way forward past the lobe with
the red mark.
2. Check the handle is AGAINST the cockpit wall.
· Rear Seat
1. Check the U/C lever position AGAINST the U/C down placard.
a. Particularly important for the rear seat command pilot who has a
less than positive handle position to indicate down (No lobe with the red
mark)
2. Check the handle is AGAINST the cockpit wall.
· The non-handling pilot must contribute by doing his own independent
check.
NB this Last Club Required Check - Rotate the A/B handle all the way from
the side of the fuselage to confirm the alarm does not sound and the RED
light does not illuminate.
***************************************
Kind regards and safe flying,
Daryl Mackay,
CFI Beverley Soaring Society - GFA E0001382
Mobile 0427 174 285 (Reduced availability due flying duties while at work)
(08) 9496 1375 (Home phone/Answer/fax - Checked daily)
[EMAIL PROTECTED] (Web address - checked regularly)
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----- Original Message -----
From: "McLean Richard" <[EMAIL PROTECTED]>
To: "Discussion of issues relating to Soaring in Australia."
<aus-soaring@lists.internode.on.net>
Sent: Thursday, April 26, 2007 11:05 PM
Subject: Re: [Aus-soaring] accident rate for gliders in Australia
Unfortunately true Ben - u/c down but not locked & so
it collapsed on landing. The DG1000 undercarriage
operation is difficult from the back seat and there is
no detent, so you have to confirm it is locked by
rotating the airbrake lever out to get the voice
warning (and hope it works) - a procedure that was not
followed in this instance. A surprisingly poor piece
of engineering in an otherwise magnificent aircraft.
Richard McLean
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