{"id":135,"date":"2022-03-17T12:12:15","date_gmt":"2022-03-17T12:12:15","guid":{"rendered":"https:\/\/chirp.srgry.com\/?page_id=135"},"modified":"2025-05-07T13:00:58","modified_gmt":"2025-05-07T12:00:58","slug":"aviation","status":"publish","type":"page","link":"https:\/\/chirp.co.uk\/fil\/aviation\/","title":{"rendered":"Aviation"},"content":{"rendered":"\n<div id=\"scrollNext\" class=\"homepage-slider-holder\" style='height: 390px;'>\n    <div class=\"grid-x logo-slider-holder\" style='height: 4.5rem;'>\n\n        <div class=\"slider js-slider-homepage  mg-t-2 mg-b-2\">\n            \n                                \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1435607993.jpg); background-position-y: 40%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/shutterstock_1873886434-scaled-1.jpg); background-position-y: 20%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/shutterstock_2098335373-scaled-1.jpg); background-position-y: 30%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1582458704.jpg); background-position-y: 40%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1413046651-e1720440026169.jpg); background-position-y: 60%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1319258476.jpg); background-position-y: 40%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1424424642.jpg); background-position-y: 30%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/shutterstock_186353993-scaled-1.jpg); background-position-y: 50%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                        \n                        <div class='image-slide' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-500510366.jpg); background-position-y: 50%;'>\n                            <div class='overlay'><\/div>\n                        <\/div>\n                \n                                \n        <\/div>\n\n    <\/div>\n\n    \n            <div class='slider-overlay sector'>\n            <div class='column1'>\n                <p><strong>CHIRP Aviation<\/strong><\/p>\n                <h2><strong>Improving safety in the air<\/strong> in the UK<\/h2>\n            <\/div>\n\n            <div class='column2'>\n                <div style='display: flex; flex-direction: column; align-items: center;'>\n                    <div class='button-border' style='margin-bottom: 20px;'><button><a href='\/aviation\/submit-a-report\/'><strong>Isumite<\/strong> ULAT<\/a><\/button><\/div>\n                    <p>Confidential. Independent. Impartial. <\/p>\n                <\/div>\n            <\/div>\n        <\/div>\n    \n    \n<\/div>\n\n\n\n\n<div class=\"wp-block-boldblocks-group cbb-block position-relative hide-for-medium is-layout-flow wp-block-boldblocks-group-is-layout-flow cbb-g-2 cbb-layout-grid sm-cbb-h-align\" style=\"padding-top:var(--wp--preset--spacing--30);padding-bottom:var(--wp--preset--spacing--10)\">\n<div class=\"wp-block-boldblocks-group cbb-block button-border is-layout-flow wp-block-boldblocks-group-is-layout-flow\">\n<div class=\"wp-block-boldblocks-group cbb-block report-button has-background is-layout-flow wp-block-boldblocks-group-is-layout-flow cbb-g-1 sm-cbb-border-radius cbb-layout-grid sm-cbb-h-align\" style=\"background-color:#ff6600;padding-top:var(--wp--preset--spacing--20);padding-right:var(--wp--preset--spacing--40);padding-bottom:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--40)\">\n<p class=\"has-white-color has-text-color has-link-color wp-elements-d14f454ce53fb52158f7af6fff5edbb2\" style=\"font-size:clamp(16.834px, 1.052rem + ((1vw - 3.2px) * 0.955), 26px);\"><em><a href=\"\/aviation\/submit-a-report\/\"><strong>SUBMIT<\/strong> REPORT<\/a><\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n<p class=\"has-text-align-center\" style=\"padding-top:var(--wp--preset--spacing--10)\">Confidential. Independent. Impartial.<\/p>\n\n\n\n<figure class=\"wp-block-image size-large scroll-down-icon\"><img loading=\"lazy\" decoding=\"async\" width=\"20\" height=\"48\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/scroll-down-icon.svg\" alt=\"\" class=\"wp-image-26832\"\/><\/figure>\n<\/div>\n\n\n\n    \n\n\n\n\n<div class=\"wp-block-boldblocks-group cbb-block is-layout-flow wp-block-boldblocks-group-is-layout-flow\" style=\"padding-top:var(--wp--preset--spacing--20);padding-right:var(--wp--preset--spacing--30);padding-bottom:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--30)\">\n<div class=\"wp-block-columns is-layout-flex wp-container-core-columns-is-layout-65e523f9 wp-block-columns-is-layout-flex\">\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<figure class=\"wp-block-embed is-type-video is-provider-vimeo wp-block-embed-vimeo wp-embed-aspect-16-9 wp-has-aspect-ratio\"><div class=\"wp-block-embed__wrapper\">\n<iframe loading=\"lazy\" title=\"CHIRP About Us Animation\" src=\"https:\/\/player.vimeo.com\/video\/935782891?h=c8fce6182f&amp;dnt=1&amp;app_id=122963\" width=\"500\" height=\"281\" frameborder=\"0\" allow=\"autoplay; fullscreen; picture-in-picture; clipboard-write; encrypted-media\"><\/iframe>\n<\/div><\/figure>\n<\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<p class=\"has-medium-large-font-size\"><strong>Our goal is to improve safety for everyone working in the UK\u2019s aviation industry, one report at a time. Our Aviation Programme provides an independent confidential reporting system and we focus on safety-related reports about human factors and just culture\/reporting culture issues.<\/strong><\/p>\n\n\n\n<p class=\"has-medium-large-font-size\">We understand that sharing safety concerns can be stressful. You can report your concerns to us without any repercussions or fear of being identified, and, if you are happy for us to contact them,&nbsp;we will follow up with the relevant organisation to ensure that necessary action is taken.&nbsp;<\/p>\n\n\n\n<p><\/p>\n\n\n\n<p class=\"has-medium-large-font-size\">You are in safe hands. Our team is made up of specialists with professional and technical expertise in aviation operations and human factors. Our database and system are secure and only accessible by CHIRP personnel, no companies, organisations or regulators have any access to your information or report.<\/p>\n\n\n\n<p><\/p>\n\n\n\n<p class=\"has-medium-large-font-size\">We also recognise the serious impact that bullying, harassment, discrimination and victimisation (BHDV) can have. In collaboration with the CAA, we also provide an independent confidential reporting function for BHDV so they can understand how prevalent it might be in the sector.<\/p>\n\n\n\n<div class=\"wp-block-buttons is-layout-flex wp-block-buttons-is-layout-flex\">\n<div class=\"wp-block-button\"><a class=\"wp-block-button__link has-contrast-background-color has-background wp-element-button\" href=\"\/aviation\/about-us\/aviation-programmes\/\" style=\"border-radius:100px;padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\">Learn more<\/a><\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-boldblocks-group cbb-block has-maritime-blue-background-color has-background is-layout-flow wp-block-boldblocks-group-is-layout-flow\" style=\"padding-top:var(--wp--preset--spacing--20);padding-bottom:var(--wp--preset--spacing--20)\">\n<h2 class=\"wp-block-heading has-text-align-center has-base-2-color has-text-color has-link-color wp-elements-c5a774a67dce5d9e97f00a6af84c627f\" style=\"margin-top:var(--wp--preset--spacing--10);margin-bottom:var(--wp--preset--spacing--10);font-style:normal;font-weight:100\">Quick links<\/h2>\n\n\n\n<div class=\"wp-block-columns is-layout-flex wp-container-core-columns-is-layout-48af9e6f wp-block-columns-is-layout-flex\" style=\"margin-top:0;margin-bottom:0;padding-top:var(--wp--preset--spacing--20)\">\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<div class=\"wp-block-boldblocks-group cbb-block quick-link is-layout-flow wp-block-boldblocks-group-is-layout-flow cbb-g-3 sm-cbb-border-top sm-cbb-border-right sm-cbb-border-bottom sm-cbb-border-left sm-cbb-height\" style=\"padding-top:var(--wp--preset--spacing--10);padding-right:var(--wp--preset--spacing--10);padding-bottom:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\">\n<div class=\"wp-block-group is-vertical is-content-justification-left is-nowrap is-layout-flex wp-container-core-group-is-layout-4a21af21 wp-block-group-is-layout-flex\" style=\"min-height:100%\">\n<h3 class=\"wp-block-heading has-base-2-color has-text-color has-link-color wp-elements-3df788712adb0e7977d6c193d3076f3a\"><em>Latest reports<\/em><\/h3>\n\n\n\n<figure class=\"wp-block-image size-full is-resized\"><a href=\"https:\/\/chirp.co.uk\/aviation\/safety-resources\/reports\/\"><img loading=\"lazy\" decoding=\"async\" width=\"58\" height=\"58\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/chirp-icon-reports.svg\" alt=\"\" class=\"wp-image-26964\" style=\"width:45px\"\/><\/a><\/figure>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<div class=\"wp-block-boldblocks-group cbb-block quick-link is-layout-flow wp-block-boldblocks-group-is-layout-flow cbb-g-4 sm-cbb-border-top sm-cbb-border-right sm-cbb-border-bottom sm-cbb-border-left sm-cbb-height\" style=\"padding-top:var(--wp--preset--spacing--10);padding-right:var(--wp--preset--spacing--10);padding-bottom:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\">\n<div class=\"wp-block-group is-vertical is-content-justification-left is-nowrap is-layout-flex wp-container-core-group-is-layout-4a21af21 wp-block-group-is-layout-flex\" style=\"min-height:100%\">\n<h3 class=\"wp-block-heading has-base-2-color has-text-color has-link-color wp-elements-3866c84bd9c6830eed431d2acd7a26b7\"><em>FEEDBACK newsletters<\/em> <em>and publications<\/em><\/h3>\n\n\n\n<figure class=\"wp-block-image size-full is-resized\"><a href=\"https:\/\/chirp.co.uk\/aviation\/safety-resources\/feedback-newsletters\/\"><img loading=\"lazy\" decoding=\"async\" width=\"58\" height=\"58\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/chirp-icon-feedback.svg\" alt=\"\" class=\"wp-image-26972\" style=\"width:45px\"\/><\/a><\/figure>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<div class=\"wp-block-boldblocks-group cbb-block quick-link is-layout-flow wp-block-boldblocks-group-is-layout-flow cbb-g-5 sm-cbb-border-top sm-cbb-border-right sm-cbb-border-bottom sm-cbb-border-left sm-cbb-height\" style=\"padding-top:var(--wp--preset--spacing--10);padding-right:var(--wp--preset--spacing--10);padding-bottom:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\">\n<div class=\"wp-block-group is-vertical is-content-justification-left is-nowrap is-layout-flex wp-container-core-group-is-layout-4a21af21 wp-block-group-is-layout-flex\" style=\"min-height:100%\">\n<h3 class=\"wp-block-heading has-base-2-color has-text-color has-link-color wp-elements-89553c952deac9a6e878a3557bf83f9f\"><em>Human factors learnings<\/em><\/h3>\n\n\n\n<figure class=\"wp-block-image size-full is-resized\"><a href=\"https:\/\/chirp.co.uk\/aviation\/safety-resources\/human-factors-learning\/\"><img loading=\"lazy\" decoding=\"async\" width=\"57\" height=\"57\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/ilahfft-icon.svg\" alt=\"\" class=\"wp-image-26980\" style=\"width:45px\"\/><\/a><\/figure>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<div class=\"wp-block-boldblocks-group cbb-block quick-link is-layout-flow wp-block-boldblocks-group-is-layout-flow cbb-g-6 sm-cbb-border-top sm-cbb-border-right sm-cbb-border-bottom sm-cbb-border-left sm-cbb-height\" style=\"padding-top:var(--wp--preset--spacing--10);padding-right:var(--wp--preset--spacing--10);padding-bottom:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\">\n<div class=\"wp-block-group is-vertical is-content-justification-left is-nowrap is-layout-flex wp-container-core-group-is-layout-4a21af21 wp-block-group-is-layout-flex\" style=\"min-height:100%\">\n<h3 class=\"wp-block-heading has-base-2-color has-text-color has-link-color wp-elements-2b81cbfb14d0ffb0319da7aeafb89851\"><em>Hot topics and analysis<\/em><\/h3>\n\n\n\n<figure class=\"wp-block-image size-full is-resized\"><a href=\"https:\/\/chirp.co.uk\/aviation\/safety-resources\/hot-topics\/\"><img loading=\"lazy\" decoding=\"async\" width=\"40\" height=\"40\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/hot-topic-icon.svg\" alt=\"\" class=\"wp-image-26988\" style=\"width:45px\"\/><\/a><\/figure>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-boldblocks-group cbb-block is-layout-flow wp-block-boldblocks-group-is-layout-flow\" style=\"padding-top:var(--wp--preset--spacing--30);padding-bottom:var(--wp--preset--spacing--30)\">\n<h2 class=\"wp-block-heading has-text-align-center has-maritime-blue-color has-text-color has-link-color wp-elements-29cb5ba2887cfe1fb693812baed8d2a0\" style=\"font-style:normal;font-weight:100\">Making a difference<\/h2>\n<\/div>\n\n\n    \n    <div id=\"scrollNext\" class=\"grid-container show-for-medium\">\n        <div class=\"grid-x logo-slider-holder\">\n    \n            <div class=\"slider js-slider-you-said-we-did  mg-t-2 mg-b-2\">\n                \n                                        <div>\n                            <div class='single_slide'>\n                                <div class='you_said'>\n                                    <p style='font-style: italic;'>You said&#8230;<\/p>\n                                    <h3><span style='color: #f60;'>&#8220;<\/span>I\u2019m a pilot, and I\u2019m being swamped by important company safety notices sent all in one go. I can\u2019t possibly read and understand them all.<span style='color: #f60;'>&#8220;<\/span><\/h3>\n                                <\/div>\n                                <div class='we_did'>\n                                    <p style='font-style: italic;'>We did&#8230;<\/p>\n                                    <h3>We reported our concerns to the company. Unnecessary messages have stopped, and better comms structure is in place.<\/h3>\n                                    <p style='font-weight: 700; font-style: italic;'><span style='color: #184287;'>YOU REPORT IT<\/span> WE HELP SORT IT<\/p>\n                                <\/div>\n                                <div class='slider_image' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1582458704.jpg);'><\/div>\n                            <\/div>\n                        <\/div>\n                \n                                            <div>\n                            <div class='single_slide'>\n                                <div class='you_said'>\n                                    <p style='font-style: italic;'>You said&#8230;<\/p>\n                                    <h3><span style='color: #f60;'>&#8220;<\/span>NOTAMs from airfields about closures and operating hours can be ambiguous and confusing. It&#8217;s a real safety worry.<span style='color: #f60;'>&#8220;<\/span><\/h3>\n                                <\/div>\n                                <div class='we_did'>\n                                    <p style='font-style: italic;'>We did&#8230;<\/p>\n                                    <h3>We shared your and our NOTAM concerns with the CAA; guidance has now been issued around using clearer, plain English.<\/h3>\n                                    <p style='font-weight: 700; font-style: italic;'><span style='color: #184287;'>YOU REPORT IT<\/span> WE HELP SORT IT<\/p>\n                                <\/div>\n                                <div class='slider_image' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-518202091-scaled-1.jpg);'><\/div>\n                            <\/div>\n                        <\/div>\n                \n                                            <div>\n                            <div class='single_slide'>\n                                <div class='you_said'>\n                                    <p style='font-style: italic;'>You said&#8230;<\/p>\n                                    <h3><span style='color: #f60;'>&#8220;<\/span>The increase in commercial flights post COVID-19 is exhausting for flight and cabin crew. Rosters are approaching FTL maximums.<span style='color: #f60;'>&#8220;<\/span><\/h3>\n                                <\/div>\n                                <div class='we_did'>\n                                    <p style='font-style: italic;'>We did&#8230;<\/p>\n                                    <h3>We went straight to the CAA, which has now conducted reviews of commercial rostering.<\/h3>\n                                    <p style='font-weight: 700; font-style: italic;'><span style='color: #184287;'>YOU REPORT IT<\/span> WE HELP SORT IT<\/p>\n                                <\/div>\n                                <div class='slider_image' style='background-image: url(https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-926204564-scaled-1.jpg);'><\/div>\n                            <\/div>\n                        <\/div>\n                \n                                    \n            <\/div>\n    \n        <\/div>\n    <\/div>\n\n    <div id=\"scrollNext-mobile\" class=\"grid-container hide-for-medium\" style='height: 500px'>\n        <div class=\"grid-x logo-slider-holder\">\n    \n            <div class=\"slider js-slider-you-said-we-did  mg-t-2 mg-b-2\">\n                \n                                        <div class='you_said'>\n                            <p style='font-style: italic;'>You said&#8230;<\/p>\n                            <h3><span style='color: #f60;'>&#8220;<\/span>I\u2019m a pilot, and I\u2019m being swamped by important company safety notices sent all in one go. I can\u2019t possibly read and understand them all.<span style='color: #f60;'>&#8220;<\/span><\/h3>\n                        <\/div>\n                        <div class='we_did'>\n                            <p style='font-style: italic;'>We did&#8230;<\/p>\n                            <h3>We reported our concerns to the company. Unnecessary messages have stopped, and better comms structure is in place.<\/h3>\n                            <p style='font-weight: 700; font-style: italic;'><span style='color: #184287;'>YOU REPORT IT<\/span> WE HELP SORT IT<\/p>\n                        <\/div>\n                        <div class='slider_image'>\n                            <img decoding=\"async\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-1582458704.jpg\" style='top: 15%'\/>\n                        <\/div>\n                \n                                            <div class='you_said'>\n                            <p style='font-style: italic;'>You said&#8230;<\/p>\n                            <h3><span style='color: #f60;'>&#8220;<\/span>NOTAMs from airfields about closures and operating hours can be ambiguous and confusing. It&#8217;s a real safety worry.<span style='color: #f60;'>&#8220;<\/span><\/h3>\n                        <\/div>\n                        <div class='we_did'>\n                            <p style='font-style: italic;'>We did&#8230;<\/p>\n                            <h3>We shared your and our NOTAM concerns with the CAA; guidance has now been issued around using clearer, plain English.<\/h3>\n                            <p style='font-weight: 700; font-style: italic;'><span style='color: #184287;'>YOU REPORT IT<\/span> WE HELP SORT IT<\/p>\n                        <\/div>\n                        <div class='slider_image'>\n                            <img decoding=\"async\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-518202091-scaled-1.jpg\" style='top: 15%'\/>\n                        <\/div>\n                \n                                            <div class='you_said'>\n                            <p style='font-style: italic;'>You said&#8230;<\/p>\n                            <h3><span style='color: #f60;'>&#8220;<\/span>The increase in commercial flights post COVID-19 is exhausting for flight and cabin crew. Rosters are approaching FTL maximums.<span style='color: #f60;'>&#8220;<\/span><\/h3>\n                        <\/div>\n                        <div class='we_did'>\n                            <p style='font-style: italic;'>We did&#8230;<\/p>\n                            <h3>We went straight to the CAA, which has now conducted reviews of commercial rostering.<\/h3>\n                            <p style='font-weight: 700; font-style: italic;'><span style='color: #184287;'>YOU REPORT IT<\/span> WE HELP SORT IT<\/p>\n                        <\/div>\n                        <div class='slider_image'>\n                            <img decoding=\"async\" src=\"https:\/\/chirp.co.uk\/app\/uploads\/2024\/07\/iStock-926204564-scaled-1.jpg\" style='top: 15%'\/>\n                        <\/div>\n                \n                                    \n            <\/div>\n    \n        <\/div>\n    <\/div>\n    \n\n\n\n<div class=\"wp-block-boldblocks-group cbb-block is-layout-flow wp-block-boldblocks-group-is-layout-flow\" style=\"padding-top:var(--wp--preset--spacing--20);padding-bottom:var(--wp--preset--spacing--20)\">\n<div class=\"wp-block-group is-content-justification-space-between is-nowrap is-layout-flex wp-container-core-group-is-layout-b4185de7 wp-block-group-is-layout-flex\" style=\"padding-right:var(--wp--preset--spacing--30);padding-left:var(--wp--preset--spacing--30)\">\n<div style=\"height:100px;width:0px\" aria-hidden=\"true\" class=\"wp-block-spacer row-spacer wp-container-content-f96796aa\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading has-text-align-center has-maritime-blue-color has-text-color has-link-color has-univia-pro-font-family wp-elements-7b83482781c90f32dec5f11a7501bd7a\" style=\"font-style:normal;font-weight:400\">Safety resources<\/h2>\n\n\n\n<div class=\"wp-block-buttons is-layout-flex wp-block-buttons-is-layout-flex\">\n<div class=\"wp-block-button show-for-medium\"><a class=\"wp-block-button__link has-contrast-background-color has-background wp-element-button\" href=\"\/aviation\/safety-resources\/feedback-newsletters\/\" style=\"border-radius:100px;padding-top:0.4rem;padding-right:var(--wp--preset--spacing--10);padding-bottom:0.4rem;padding-left:var(--wp--preset--spacing--10)\">View 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SQL_CALC_FOUND_ROWS  wp_posts.ID\\n\\t\\t\\t\\t\\t FROM wp_posts  LEFT JOIN wp_term_relationships ON (wp_posts.ID = wp_term_relationships.object_id) LEFT  JOIN wp_icl_translations wpml_translations\\n\\t\\t\\t\\t\\t\\t\\tON wp_posts.ID = wpml_translations.element_id\\n\\t\\t\\t\\t\\t\\t\\t\\tAND wpml_translations.element_type = CONCAT('post_', wp_posts.post_type) \\n\\t\\t\\t\\t\\t WHERE 1=1  AND ( \\n  wp_term_relationships.term_taxonomy_id IN (11)\\n) AND ((wp_posts.post_type = 'annualdigest' AND (wp_posts.post_status = 'publish' OR wp_posts.post_status = 'acf-disabled')) OR (wp_posts.post_type = 'hot-topic' AND (wp_posts.post_status = 'publish' OR wp_posts.post_status = 'acf-disabled')) OR (wp_posts.post_type = 'ilahfft' AND (wp_posts.post_status = 'publish' OR wp_posts.post_status = 'acf-disabled')) OR (wp_posts.post_type = 'insight' AND (wp_posts.post_status = 'publish' OR wp_posts.post_status = 'acf-disabled')) OR (wp_posts.post_type = 'newsletter' AND (wp_posts.post_status = 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p.post_status = 'inherit' )\\n                )\\n\\t\\t\\t) = 0 ) ) \\n\\t\\t\\t\\t) ) AND wp_posts.post_type  IN ('page','attachment','wp_block','wp_template','wp_template_part','wp_navigation','hot-topic','insight','newsletter','person','report','acf-field-group' )  ) OR wp_posts.post_type  NOT  IN ('page','attachment','wp_block','wp_template','wp_template_part','wp_navigation','hot-topic','insight','newsletter','person','report','acf-field-group' )  )\\n\\t\\t\\t\\t\\t GROUP BY wp_posts.ID\\n\\t\\t\\t\\t\\t ORDER BY wp_posts.post_date DESC\\n\\t\\t\\t\\t\\t LIMIT 0, 12\",\"posts\":[{\"ID\":40639,\"post_author\":\"191\",\"post_date\":\"2026-03-19 14:27:41\",\"post_date_gmt\":\"2026-03-19 14:27:41\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><em>Thank you to\\u00a0our\\u00a0CHIRP GA FEEDBACK reader who\\u00a0agreed we could use their\\u00a0ILAHFFT\\u00a0so\\u00a0that\\u00a0others may learn from\\u00a0their\\u00a0experiences on this day\\u2026\\u00a0<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>When this incident happened, I&nbsp;didn\\u2019t&nbsp;realise that all the holes lined up perfectly and it was only after some time that I discovered that it was&nbsp;absolutely preventable&nbsp;at&nbsp;each and every&nbsp;stage. That is why we must never be complacent with Threat and Error Management. How about this story to prove my point.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The weather had been poor for some time, and I was desperate to fly \\u2013 anywhere. My flying&nbsp;buddy&nbsp;was on holiday, but I woke up one morning with sun shining through the bedroom window. Great! I can go flying at last. Even after 1000 hours, I still find it exciting to fly, but I am always a little bit anxious especially when&nbsp;I\\u2019m&nbsp;on my own<strong>.&nbsp;<\\\/strong>That\\u2019s&nbsp;a healthy sign\\u2026.yes?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Where shall I fly to? I know!&nbsp;An airfield that I have never been&nbsp;to&nbsp;and I know it has lots of training going on plus special arrival and departure rules. In addition, it is&nbsp;very close&nbsp;to the London CTR and lays to the west of my home airfield. A good challenge for me after not flying for some time. Shall we say this is hole number one?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I had plugged the route into the iPad and kept checking the weather. There were some non-flyable areas to the west, but they were only slowly creeping towards the east so I should be&nbsp;OK,&nbsp;but I knew I had to keep an eye out for them developing quicker.&nbsp;Shall we say this was hole number two?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I&nbsp;arrived at the airfield and removed the cover&nbsp;and did the&nbsp;aircraft&nbsp;checks. Plenty of fuel for my short trip and everything else was good. My&nbsp;aircraft&nbsp;is parked within a row of three and opposite my row is a line of club&nbsp;aircraft.&nbsp;It\\u2019s&nbsp;always a concern that when taxying between all these&nbsp;aircraft, that my wing tips avoid hitting one of them. While I was doing my checks, a low wing Piper taxied in and parked at the end of my line. I thought what a silly place to park as it restricted the width of the taxiway. However, as my&nbsp;aircraft&nbsp;is a high wing, I could put it over the cowling of the Piper as its propeller had stopped on the horizontal. The pilot got out and went into the clubhouse. Unbeknown to me, rather than staying there for a bite to eat etc, he had come in as part of his cross-country training.&nbsp;Shall we say this is hole number three?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I pulled my&nbsp;aircraft&nbsp;out of the line into the taxiway between the rows of&nbsp;aircraft. Just as I did this, an instructor came out with a pupil and told me that I had parked in front of his&nbsp;aircraft. I told him that I would not be long starting up and as soon as I had, I would taxy away from his&nbsp;aircraft. I got in my&nbsp;aircraft&nbsp;and hurried through the checks and started the engine. So now&nbsp;I\\u2019m&nbsp;a bit flustered to hurry up&nbsp;and also&nbsp;on my mind was the complications of my destination airfield.&nbsp;Shall we say this is hole number four?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>With the engine running fine, I started to taxy forward looking out for both my wingtips not to touch the other&nbsp;aircraft. I had&nbsp;just about worked&nbsp;out my taxy line where my starboard wing would go over the cowling of the Piper, when it suddenly started up. Without me realising it, the student had got his&nbsp;logbook&nbsp;signed and was leaving. I had not&nbsp;anticipated&nbsp;that he would be so quick. I suddenly had to change my line to avoid the spinning propeller keeping a careful eye on it when there was a sudden \\u201cclonk\\u201d.&nbsp;My port wing tip had struck the rudder of a club&nbsp;aircraft. As I stopped, the Piper casually taxied out and away unaware of the disaster I had caused.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I had many chances to stop this from happening but my urge to fly after a long spell of poor weather caused me to overlook the Swiss cheese holes.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Firstly, after a layoff, I should have decided to go to a simple airfield that I had visited many times.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Secondly, I should have gone to a destination to the east to avoid&nbsp;a possible interaction&nbsp;with poor weather.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Thirdly, I should have gone back into the clubhouse to see how long the Piper student was going to be and, if he&nbsp;was&nbsp;going to be some time, to ask him if we could push his&nbsp;aircraft&nbsp;back from the taxiway.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Fourthly, When the instructor informed me that I was in his way, I should have pushed my&nbsp;aircraft&nbsp;to another position&nbsp;and not rushed my checks.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"The day that the holes of the Swiss Cheese lined up for me!\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"the-day-that-the-holes-of-the-swiss-cheese-lined-up-for-me\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2026-03-23 09:56:06\",\"post_modified_gmt\":\"2026-03-23 09:56:06\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=40639\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":37933,\"post_author\":\"218\",\"post_date\":\"2025-11-17 16:00:39\",\"post_date_gmt\":\"2025-11-17 16:00:39\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><em>A CHIRP GA FEEDBACK reader shared this tale of how a calm, sunny post-storm day turned into a practical masterclass in patience, preparation and problem-solving. It\\u2019s a great example of how even simple flights can test our systems knowledge and human resilience in equal measure.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I flew to Jersey recently, just before a named storm hit. Despite tying the C-172 down firmly facing the wind and using all 3 anchor points, it weathercocked 30\\u00ba overnight but held. When the weather cleared, I headed back to the mainland; the weather CAVOK, full sun and a gentle breeze. The aircraft was wet when I carried out a careful Check A and I was particularly careful to ensure that no water had entered the fuel. I called for taxi clearance, but the radio was unusually crackly - I assumed this was due to a known dead spot behind the bowser.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>On taxying to the hold, I was aware of considerable interference on air. The tower was only partially audible and I was being asked to repeat messages, as I requested the tower to do likewise. I then heard the words \\\"stuck mic\\\". After a couple of failed radio checks, this was also displayed on my set, so I changed headsets to no avail, and I switched the radio off. Using a handheld radio at the holding point, I requested clearance to taxi back for further investigation.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The excellent engineering facility was very helpful and spent 90 minutes dismantling and re-tightening the wiring as well as checking both headsets. Clear communications were restored. I then attempted a re-start, only to find that the battery was dead due to the time that it had been discharging on the ground. Again, I was helped with a jump start and the flight continued successfully, with no further incident.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>This experience highlighted several learning points:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Always tie down properly, especially when there is any danger of high winds.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Fully confirm all ATC communications in both directions.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Have a spare headset plugged in and ready - loudspeakers and hand mics are a last resort and not appropriate for long flights.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Have a handheld radio ready, tuned and fully charged.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Consider a low wattage mains cockpit heater if aircraft are left in damp conditions.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Minimise power use when not charging. NB beacon lights can draw 10amps. Fully lowering flaps pre-flight is also very power-hungry.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Be humble enough to accept help and not press on, unless 100% certain that the basics are in order.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph -->\\n<p>Final thoughts:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Not all flying is fair-weather. It's a privilege and not a right. Be prepared and then prepare again.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Engineering facilities in Jersey are top notch and also free of VAT - highly recommended!<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list -->\",\"post_title\":\"Static, Storms and Stuck Mics\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"static-storms-and-stuck-mics\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2026-03-19 14:15:59\",\"post_modified_gmt\":\"2026-03-19 14:15:59\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=37933\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":37930,\"post_author\":\"5\",\"post_date\":\"2025-11-17 14:53:22\",\"post_date_gmt\":\"2025-11-17 14:53:22\",\"post_content\":\"<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|contrast\\\"}}}},\\\"textColor\\\":\\\"contrast\\\",\\\"fontSize\\\":\\\"medium-large\\\"} -->\\n<p class=\\\"has-contrast-color has-text-color has-link-color has-medium-large-font-size\\\"><strong>GA1392 (S&amp;P) \\u2013 Skydiving reserve ride after tension knots - longer version<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Report summary:<\\\/strong> <\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>A recently-licensed skydiver (A licence achieved five months prior) with just over 100 jumps had completed Canopy Training 1 (CT1), during which landing accuracy had improved but emergency malfunction training had not progressed beyond what was taught during initial instruction. In particular, the risk of spiral dive on opening had not been discussed.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>During the jump in question, the individual deployed their main parachute at approximately 4,000 ft above ground level. The canopy was large, rectangular and free from damage, but a tension knot in the rear cascade lines caused an immediate spiral dive equivalent to a full brake input. The reporter countered this rotation using rear riser control but assessed their canopy as \\u201cnot safe for landing\\u201d and did not know how to clear the tension knot. They initiated the standard emergency procedure: cutting away (jettison by pulling a handle) the malfunctioned main canopy and deploying the reserve parachute.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The reporter noted that the riser input was instinctive, thanks to prior paragliding experience. They also believed that stabilising the canopy before the cutaway improved reserve deployment, making it cleaner and free from twists. A safe landing followed without further incident.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>They did not record their altitude post-deployment or at cutaway, nor did they check for a spontaneous brake release (brake fire). Peers later suggested that a \\u201cdeep input and release of both brake toggles may have cleared the tension knot\\u201d.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>They do not know what altitude they were at after deployment or at cutaway. They did not report whether they had checked for a spontaneous brake release (brake fire). Peers later suggested that a \\u201cdeep input and release to both brake toggles may have cleared the tension knots and prevented the need for reserve\\u201d. However, the reporter observed that their emergency training had not covered tension knot clearance and recognised the risks of informal advice from peers, particularly misinformation or incomplete information.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Lessons learned and thoughts:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Trained emergency procedures remain the frontline defence against malfunctions; in this case, they led to a safe resolution.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Effective emergency drills supported a quick, confident reserve deployment.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Informal advice on handling malfunctions should be ignored unless reinforced by formal training.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Perhaps training could be improved; for example, enhanced canopy malfunction training could benefit skydivers at this level.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>CHIRP Comment: <\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>First and foremost, student parachutists must follow the training provided by their instructor. The observations that follow are specific to this reporter, who is a licensed parachutist.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The reporter is to be congratulated for promptly assessing the malfunction as \\u2018not landable\\u2019, taking the correct action for their experience level and executing the emergency procedures without undue delay and at what was <em>probably<\\\/em> a safe altitude. Although altitude awareness would ideally have been maintained, in the high-stress environment of a spiral dive malfunction this is a common omission. That same combination of time pressure and cognitive load is exactly why non-standard corrective actions can be hazardous, consuming precious altitude that may be needed for a safe cutaway.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>After incidents like this, it\\u2019s common for others who weren\\u2019t in the situation to suggest that a different course of action might have worked better. Such comments, though often well-meant, can undermine confidence or lead to unsafe adjustments of established emergency drills. Under stress, even experienced individuals can experience reduced awareness and decision-making ability. Every malfunction is unique, and there\\u2019s rarely enough time to diagnose and experiment with potential fixes. That time is often not available, and, without perfect altitude awareness, the time can all be used up, leaving no good options. The value of having two parachutes and a simple, practised emergency procedure is that it removes the need for complex analysis and tailoring actions to a specific scenario when seconds matter most and cognitive load is high.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>As experience and ambition grow, licensed skydivers may seek to expand their knowledge into more advanced canopy control and emergency handling. This should always be done under structured guidance, appropriate to one\\u2019s equipment, recency and experience. They should involve qualified individuals such as the Chief Instructor (CI), a CI-nominated Advanced Instructor, or a qualified canopy coach. Progression through the canopy training system and the A\\\/B\\\/C\\\/D licence system both provide opportunities for conversations with qualified, well-informed people and more nuanced discussions around malfunctions.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Many drop zones run annual safety days and suspended harness drills that give opportunities to explore complex scenarios and discuss hot topics safely under supervision. These are all optional and it\\u2019s very much down to the individual, once licensed, to seek out further training, coaching and qualification. Beyond this, while CHIRP agrees that more advanced emergency training could be beneficial for experienced recreational skydivers, establishing this would require investment in infrastructure, sustained funding, and broad community support.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>CHIRP is grateful to the reporter for sharing this experience and fostering valuable conversation on how emergency training evolves with experience. This incident offers useful contrast to the situation described in GA1383 (<a href=\\\"https:\\\/\\\/chirp.co.uk\\\/hot-topic\\\/skydiving-special\\\/\\\">https:\\\/\\\/chirp.co.uk\\\/hot-topic\\\/skydiving-special\\\/<\\\/a>).<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Reporter\\u2019s specific questions and CHIRP responses:<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>The reporter asked two specific questions; the CHIRP General Aviation Advisory Board\\u2019s skydiving members provided responses and additional information.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|vivid-cyan-blue\\\"}}}},\\\"textColor\\\":\\\"vivid-cyan-blue\\\"} -->\\n<p class=\\\"has-vivid-cyan-blue-color has-text-color has-link-color\\\"><strong>Question 1<\\\/strong>: Is it big? Is it rectangle? Is it free from damage? When a canopy opens with a tension knot and immediately spirals, are those questions alone enough before initiating emergency procedures?<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<p class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\"><strong>CHIRP response: <\\\/strong>The full assessment sequence should be:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list {\\\"ordered\\\":true} -->\\n<ol class=\\\"wp-block-list\\\"><!-- wp:list-item {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<li class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">Is it big?<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<li class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">Is it rectangular?<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<li class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">Is it free from damage and knots?<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<li class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">Is it fully and normally controllable?<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ol>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<p class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">In this case, the reporter had reached a \\u201cnot landable\\u201d decision, implicitly addressing question four without formally stating it. The normal controllability check would consist of taking off both brakes and pumping both toggles to a full flare and surge twice, then doing a normal turn to each side. The British Skydiving Canopy Training Manual (Student CT, CT1, CT2 page 47) addresses tension knots and brake fires as causes of a turning canopy. The wording suggests the controllability check for a single premature brake fire but does not suggest going that far if a tension knot has already been identified. Attempting such checks with a tension knot may occasionally clear the issue, but the success rate is low and comes with risks - most importantly, delaying the cutaway decision below a safe altitude or worsening\\\/accelerating the spiral on brake release.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|vivid-cyan-blue\\\"}}}},\\\"textColor\\\":\\\"vivid-cyan-blue\\\"} -->\\n<p class=\\\"has-vivid-cyan-blue-color has-text-color has-link-color\\\"><strong>Question 2: <\\\/strong>Informal advice comes with risks of misinformation and\\\/or incomplete information.<br>Is there scope for structured advanced malfunction training similar to SIV in paragliding?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<p class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\"><strong>CHIRP response: <\\\/strong>We agree that informal advice is risky and that structured updates are needed. However, the Simulation d\\u2019Incident en Vol (SIV) paragliding programme trains pilots to resolve malfunctions in non-jettisonable paragliding canopies and carries inherent risk - even conducted over water. Skydiving equipment is jettisonable, and every skydiver must carry a reserve. Techniques effective in one aviation discipline may not translate safely to another.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|contrast\\\"}}}},\\\"textColor\\\":\\\"contrast\\\"} -->\\n<p class=\\\"has-contrast-color has-text-color has-link-color\\\">That said, CHIRP strongly supports opportunities for licensed skydivers to refresh and expand their handling of canopy incidents. Two recent British Skydiving Boards of Inquiry have emphasised not prolonged troubleshooting but prompt execution of emergency procedures.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<li class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">2022 \\u2013 Skydivers should be reminded of their pull priorities and of carrying out their reserve drills as high as possible.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\"} -->\\n<li class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color\\\">2024 - Emergency Procedures: Skydivers should be reminded of the importance of not delaying the cutaway procedure for too long, whilst attempting to kick out of diving line twists.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|contrast\\\"}}}},\\\"textColor\\\":\\\"contrast\\\"} -->\\n<p class=\\\"has-contrast-color has-text-color has-link-color\\\">A 2024 recommendation also calls for an expanded malfunction and emergency procedures guide for licensed skydivers, including premature brake fires, brake releases, and variations in canopy spin and twist scenarios. It appears the improvements sought by the reporter are already in development.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Human Factors Considerations<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The following Human Factors were central to CHIRP\\u2019s discussions on this report:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Safety Mindset <\\\/em>- open reflection and sharing of experience to support wider learning and training improvement.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Stress<\\\/em> - reduced cognitive performance and awareness under high workload and time pressure.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Pressure &amp; Peer Influence<\\\/em> - pressure to accept or act on informal, unverified advice.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Skills &amp; Knowledge<\\\/em> - understanding current training limits and knowing when to seek qualified guidance.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Situational Awareness<\\\/em> - maintaining altitude and time awareness during abnormal events.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Decisiveness<\\\/em> - taking appropriate and timely action.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Skydiving Special 2\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"skydiving-special-2\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-11-17 14:53:26\",\"post_modified_gmt\":\"2025-11-17 14:53:26\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=hot-topic&#038;p=37930\",\"menu_order\":0,\"post_type\":\"hot-topic\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":37657,\"post_author\":\"191\",\"post_date\":\"2025-11-04 15:23:37\",\"post_date_gmt\":\"2025-11-04 15:23:37\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>Recently, Capt. Chesley \\u201cSully\\u201d Sullenberger posted on social media the question: <strong><em>Are older pilots less effective in the cockpit of a modern commercial aircraft than younger pilots?<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>CHIRP was intrigued by this Human Factors question from Captain Sullenberger, aiming as it does at human performance limitations, and probing the pilots in his network to consider it too. Let us know your thoughts on Sully\\u2019s question. You never know, they might get published in the \\u2019Comments on FEEDBACK\\u2019 section of a future ATFB!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>An AI-based search on the topic \\\/ subject came up with the following \\u2013 <strong>Note:<\\\/strong> that this is not the CHIRP view necessarily:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>\\u201c<\\\/em><strong><em>Older pilots are not necessarily less effective; experience, judgement, and wisdom gained over time can outweigh minor age-related declines like slightly slower reaction times. While younger pilots might have quicker reflexes, older pilots can draw on a vast knowledge base to adapt and solve problems, with some research even showing older pilots improving traffic avoidance skills over time. &nbsp;&nbsp;<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>The advantages of experience include:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>Wisdom and Judgment:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Longevity in the cockpit builds crucial experience and judgment, which is considered a pilot's most important asset.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>Problem-Solving:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>An experienced pilot can adapt past knowledge and apply it to new or unfamiliar situations, demonstrating wisdom that training alone cannot provide.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>Real-World Application:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Over a career, pilots incrementally gain experience, allowing them to handle unexpected situations with greater skill and insight.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>Mitigating the risk of mid-air collision:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>Research has shown that older pilots have better traffic awareness compared to younger pilots.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>The disadvantages of longevity in the cockpit or the potential age-related factors include:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>Reaction Time:<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><em>While reaction times may slightly decrease with age, studies suggest that the accumulated wisdom of an older pilot can compensate for this, at least until the mid-60s.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Let us know your thoughts on Sully\\u2019s question, and whether you agree with the statements above.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Older pilots, better pilots?\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"what-could-i-learn-about-hf-from-this\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-11-04 18:09:17\",\"post_modified_gmt\":\"2025-11-04 18:09:17\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=37657\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":35466,\"post_author\":\"5\",\"post_date\":\"2025-08-03 20:54:06\",\"post_date_gmt\":\"2025-08-03 19:54:06\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><em>Our NASA counterpart\\u2019s Aviation Safety Reporting System sister safety publication Callback Issue 545 featured this honest account from a GA pilot who learned an invaluable lesson for future flights.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I was flying a small aircraft for my first IFR solo cross country. \\u2026 After departing Jacksonville flying as filed at 6,000 ft, I was asked to descend down to 4,000. I noticed I would be flying straight into the clouds - which by the looks of them seemed fine. I am an instrument rated pilot and current for IFR flying. I advised Orlando ATC [of] my request to deviate from buildups - they agreed. I deviated and then I requested an altitude change to 3000 ft to avoid the large build ups. I requested further deviations for weather avoidance several times but I was denied. I found myself in a rain shower which pushed my plane down due to the downdrafts. I was rapidly descending at this point. My airspeed was in the yellow and the aircraft was getting increasingly difficult to control. While trying to maintain control over the aircraft, I advised ATC my concerns for the safety of flight, requesting an altitude change, I was denied again and advised to fly at 3,000 ft which I flew. I believe if I had requested to stay at 6,000 ft when the controllers gave me 4,000 initially instead of descending down into the worse weather, I might not have broken aircraft separation.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Yellow is not Mellow\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"yellow-is-not-mellow\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-08-03 20:54:08\",\"post_modified_gmt\":\"2025-08-03 19:54:08\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=35466\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":35461,\"post_author\":\"5\",\"post_date\":\"2025-08-03 20:42:50\",\"post_date_gmt\":\"2025-08-03 19:42:50\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><em>How a mis-labelled graph and a heavy take-off became an early lesson in safety, instinct and shared experience.<\\\/em> <em>Reproduced with kind permission from 22 Group RAF Air Safety.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Having been in the RAF for 18 years, I\\u2019ve been fortunate to fly many aircraft \\u2013 each of which have added to my overall experience base. Now I seek to draw upon my experience and knowledge to add to the safety of those flying today, via my air safety role.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>My flying experience started prior to the RAF, as a very keen but inexperienced private pilot, flying a Cessna 172 from the grass of Redhill aerodrome, near to Gatwick. I\\u2019d completed my PPL in the minimum hours and now wanted to take my family flying (given this is a safety \\u201cdit\\u201d \\u2013 you can likely already sense that some cheese-holes are shortly to align!) I was 17 and had decided to take my Mum, Dad and Sister for a lunch-away to Bembridge, on the Isle of Wight.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>With four of us and the requisite fuel, my take-off weight would be far greater than I\\u2019d experienced before. Recognising this, I chatted with the instructor who\\u2019d trained me \\u2013 I also asked them to check my weight and balance calculations, especially given my own had identified that I would be operating the aircraft within (or so I thought) but close to the limits of the aircraft operating envelope. They checked and confirmed all was good (or so they thought). They also chatted me through flying the aircraft at heavier weights.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>In what to experienced aviation professionals reading this may seem noddy stuff, at 17 years old and with very limited experience, any advice was gratefully received! They recommended I use every inch of the grass runway and hold the aircraft against the toe brakes on full power for a few seconds before release, to help with acceleration. They described how the aircraft would feel slower to accelerate but that that was normal and to be expected at those weights and that it would of course take more of the runway to get up to take-off speed (we\\u2019d performed take off distance available calculations and all appeared fine). All simple stuff but a picture was building in my mind \\u2013 for it to seem different to what I had previously experienced and my goodness it was!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Sat right at the top of the runway, take-off clearance received, full power set against the toe brakes \\u2013 all was ok so far. Brakes off and I started bounding down the runway, gently bouncing up and down with small undulations from the grass runway bumps \\u2013 feeling a bit like what you see on a WW2 Spitfire film for the take-off roll; though in a distinctly less cool aircraft! The speed was building, though not rapidly \\u2013 my initial thoughts; that\\u2019s ok, it's in line with what I expected and had been briefed and all the calculations proved it was close to limits but within and therefore \\u201cok\\u201d.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>There was no formal V1 point of rejection for the take-off etc - not then for my Cessna PPL flight. I was using up available runway, but my acceleration was not great \\u2013 I just didn\\u2019t have the experience to fully appreciate it at that split second, though I would learn a lot about flying within the minute that followed! Soon after, despite my inexperience, it became apparent that I didn\\u2019t have enough speed to take-off, nor enough runway left to stop (not a scenario I recommend you ever find yourself in!). I had two choices; try and stop, (without enough runway left to fully stop, the aircraft fully fuelled and thus heavy, high aircraft momentum, less than amazing braking performance on grass and a large hedge at the airfield boundary) or make something work and continue.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Whilst inexperienced, the instant outside visual picture meant I knew I\\u2019d impact the hedge before stopping if I tried \\u2013 yes, it would be slower but a crash for certain (with risk of fire, being trapped etc). The other option, which I took, was to make the take-off work, somehow! I was willing the speed to increase but to a degree, at this point, I had temporarily become an unwilling passenger! I had to visually assess when to rotate, prior to the correct rotate speed or I\\u2019d hit the hedge at high speed, with my family onboard also. I made my assessment of the last credible point to attempt rotating and limped the aircraft into the air - but it wasn\\u2019t over yet! The stall warner started to go, then the aircraft started turning left (not from any control input of mine though).<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I balanced the below optimum (my polite understatement) airspeed; not pulling back on the control column to the degree I\\u2019d cause a full stall \\u2013 balancing it all so that I had enough speed to stay airborne (just \\u2013 not in the position I\\u2019d want to be on the drag curve!) but not going for optimum speed or I\\u2019d impact the obstructions\\\/ground. As the aircraft started to gently turn to the left of its own accord, I remembered a mere passing comment my instructor had mentioned \\u2013 if you ever get the aircraft turning close to the ground and it<ins>\\u2019<\\\/ins>s not you doing it, it may be the incipient stall \\u2013 don\\u2019t turn out of it or you\\u2019ll likely deepen it towards or to the full stall. I instantly remembered this gem of a comment and just kept with the (very) low level gentle turn!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Gradually, the situation improved. I built the aircraft speed to normal parameters and climbed away. I had a quiet think \\u2013 I didn\\u2019t know exactly why it had happened but it certainly was not good. But now what? With the aircraft now flying normally, I decided that to then return to Redhill would only mean me landing whilst heavy on a short grass strip, compounding the less than optimum flight so far with an unnecessary risk\\u2026so, to Bembridge we went.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>On the plus side, our lunch was lovely! I spoke to Redhill by phone from Bembridge \\u2013 it had certainly raised the attention of ATC at Redhill, who criticised themselves for not pre-emptively pushing their crash alarm, as they described that from what they saw on take-off, they were very surprised it didn\\u2019t end in a crash.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I also spoke with the flying school \\u2013 it took a good while to ascertain what had happened; especially as I\\u2019d checked all the figures during the planning process with my previous instructor and the Chief Flying Instructor. They retrieved the documents and re-ran calculations \\u2013 then a startling admission from the Operations personnel; they\\u2019d realised that they\\u2019d incorrectly labelled\\u00a0<strong><em>several of another aircraft type\\u2019s weight-and-balance\\u00a0\\\/ performance graphs<\\\/em><\\\/strong> as the Cessna 172 I\\u2019d planned the trip against and flew! There had been no way of either me or the two instructors realising that during the planning process, as the information was presented in an identical fashion - the only way of knowing was the aircraft label on the top, which Ops had applied with a ticker tape strip, stating the registration for the aircraft I was flying, when it wasn\\u2019t. Something so simple nearly had fatal consequences. Had I not been operating the aircraft close to the limits, that error wouldn\\u2019t likely have mattered for my or other flights for a long time beyond to come.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>For me, there were several obvious take-aways; Ops had made a genuine honest mistake and could certainly tighten that labelling process but had that not occurred, the aircraft wouldn\\u2019t have ended up in that position, as the fact the weight and balance was not in limits would have been apparent at the planning phase (had the graphs in fact been those for the Cessna 172!). Had my instructor not said that if low to the ground and the aircraft turns and you\\u2019re not doing it, don\\u2019t try and level the turn - then I may well have, with disastrous consequences. Had I decided earlier that the aircraft acceleration on the ground was insufficient, I would have aborted the take-off before being faced with the option of hitting a hedge or limping into the air with my fingers crossed, using every bit of flying ability I could muster \\u2013 though my experience then was low.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>With many people reading this being aviation professionals, it is easy to apply our collective thought processes and training to this. At 17, I was a keen PPL pilot, not a highly trained military pilot. So, why have I chosen to write about this from before my military flying career? Because there are useful take-aways from it for all aviators. I\\u2019ll list my own immediate thoughts below but it\\u2019s far from an exhaustive list:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list {\\\"ordered\\\":true,\\\"start\\\":1} -->\\n<ol start=\\\"1\\\" class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>If it feels wrong, it may well be \\u2013 use your training but also trust your instincts and experience. It\\u2019s better to be on the ground wishing you are in the air than in the air wishing you are on the ground.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Talk about your experiences and the expertise you have, especially to those less experienced. A \\u201cdit\\u201d spun to people whilst having a coffee, a presentation, or a passing comment of useful information about something you\\u2019ve previously learnt from could be critical to someone in their future, without you or them realising it at that time.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Be willing to learn from others\\u2019 experiences \\u2013 so much of policy, rules and regulations are borne out of previous incidents and accidents. You may not know the full background as to why a rule exists, but they\\u2019re not put in for the fun of it.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Something may seem small, but errors can have disastrous consequences \\u2013 if you notice something wrong, speak up. It may seem something small but the effect otherwise later on may be large.<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>If it does start to go wrong, remember the basics \\u2013 Aviate, Navigate, Communicate; fly the aircraft safely first as the priority.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ol>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Inside the Envelope \\u2013 Or So I Thought\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"inside-the-envelope-or-so-i-thought\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-08-04 20:13:06\",\"post_modified_gmt\":\"2025-08-04 19:13:06\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=35461\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":35180,\"post_author\":\"191\",\"post_date\":\"2025-07-21 20:04:31\",\"post_date_gmt\":\"2025-07-21 19:04:31\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>A recent article by Captain Jop Dingemans, an experienced Helicopter Emergency Medical Services (HEMS) pilot, who posted an on-line article on the website - <a href=\\\"https:\\\/\\\/pilotswhoaskwhy.com\\\/2025\\\/04\\\/06\\\/10-lessons-i-learnt-the-hard-way-from-7-years-as-a-hems-pilot\\\/%20\\\">PILOTS WHO ASK WHY<\\\/a><a><\\\/a><a><\\\/a> - entitled \\u201c10 Lessons I Learned the Hard Way from 7 Years as a HEMS pilot\\u201d. The article applies equally well, in most parts, to all types of flying, including commercial fixed wing aviation. We have provided the list below with a short precis of each lesson, but please visit the website to get the benefit of the full version; it is well worth a read.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li><strong>Your worst flight could come out of nowhere<\\\/strong><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Pilots are very used to routine. Routines are good, SOPs are there for a reason, but what if routines or SOPs don\\u2019t quite fit or get interrupted?<\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>It probably won't be just one thing that will catch you out. More likely a combination of factors that merge into an ugly monster trying to ruin your day.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>Weather can be your biggest enemy if you let it<\\\/strong><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Bad weather does not cause accidents \\u2013 bad decisions in bad weather do. All pretty basic stuff, and not an issue if we can accurately predict what the weather will be at time X and place Y. The problem is a weather forecast is nothing more than just that, a forecast \\u2013 not a crystal ball.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>Fatigue creeps up on you<\\\/strong><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>I\\u2019ve lost count of the number of times my first officer and I have had to correct each other\\u2019s actions after a long night. It\\u2019s those moments that make me so happy to be involved in a multi-pilot environment: you have each other\\u2019s backs when you both need it. We humans are pretty bad at assessing how fatigued we are. It\\u2019s like asking a drunk person to accurately state their blood alcohol level.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>The landing site has more threats than the rest of the flight combined<\\\/strong><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Taking off from an airport and cruising along to the overhead have less risk than the approach phase. Don\\u2019t just take my word for it; the EASA data on this consistently shows the approach phase of HEMS to have the most risk. As the job becomes more \\u2018routine\\u2019 and \\u2018normal\\u2019, normalisation of risk comes in.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>Emotional intelligence matters way more than you think<\\\/strong><ul><li>Both pilots and management have a tendency to think that being a good pilot means: flying a great ILS approach, flying on the numbers, knowing everything there is the know about the aircraft and any other technical skill imaginable.<\\\/li><\\\/ul><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>But the longer I am in this job, the more I realise that me and the rest of the crew would rather fly with someone with great emotional intelligence who\\u2019s a little rusty on the controls than someone who\\u2019s not great to work with but can fly the best ILS you\\u2019ve ever seen. It\\u2019s more important to understand how other people work and think than trying to be a \\u2018great\\u2019 pilot.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>Life is nuanced, and so is aviation<\\\/strong><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Safe vs unsafe, good vs bad, acceptable vs unacceptable: my personal \\\/ natural way of looking at things can be quite black and white. Not as effective or helpful as I thought when I entered the industry! People, life, and aviation are nuanced and usually complex, trying to fit it all into two brackets didn\\u2019t get me very far \\u2013 because it doesn\\u2019t work. Judgement and risk management are everything.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>Your aircraft will eventually let you down<\\\/strong><ul><li>After weeks, months and years of no engine failure, you might take that Take-off Decision Point or Landing Decision Point (or V1 for our fixed wing friends) less seriously than someone who has had to deal with it in the heat of the moment. I\\u2019ve had a few moments where I\\u2019ve been reminded that no matter how great your engineering department is, the aircraft will eventually let you down when you desperately need it not to.<\\\/li><\\\/ul><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>Thinking the \\u2018what ifs?\\u2019 isn\\u2019t neurotic; train yourself to have a healthy dose of vigilance.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>You can\\u2019t please everyone, and you shouldn\\u2019t try<\\\/strong><ul><li>There\\u2019s pressure from pretty much every angle to deliver. I\\u2019ve definitely stepped into the trap in the past and overthought decisions, not because they weren\\u2019t safe, but because I didn\\u2019t want to let people down. The turning point came when I realised that every time you say \\u201cyes\\u201d to please someone, you\\u2019re gambling with the one thing you\\u2019re responsible for: safety.<\\\/li><\\\/ul><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>You\\u2019re not hired to be agreeable. You\\u2019re hired to make the right call, even when it disappoints someone, whether that\\u2019s your boss or your crew members.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>Trust - but verify<\\\/strong><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>You can\\u2019t have an aviation industry without trust. You trust your crew, your maintenance team, your dispatchers, your medics. Most of the time, that trust is completely reasonable and earned. But over the years, I\\u2019ve learnt a critical addition: trust \\u2013 but verify.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li><strong>The job changes you<\\\/strong><ul><li>I used to fly with an exceptionally experienced (and now retired) HEMS pilot. Anytime he saw people panicking or getting worked up, he\\u2019d walk in and jokingly ask: \\u201cIs anyone dying, is anyone pregnant? If not, let\\u2019s all calm down.\\u201d You start this job thinking it\\u2019s all about skill, airmanship, decision-making and precision. In some ways it is. What they don\\u2019t tell you beforehand though, is that HEMS changes you \\u2013 slowly and quietly.<\\\/li><\\\/ul><!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>You see people on the worst day of their lives. You land in places no one else would go. You see things you can\\u2019t un-see. Some of it stays with you, but also a lot of stuff bothers you less and less as you grow more experienced.<\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list --><\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph -->\\n<p><strong><em>CHIRP thought: <\\\/em><\\\/strong><em>this article could be a fitting \\u201cspringboard\\u2019\\u2019 to receive comments from our Air Transport readers \\u2013 what are your 10 lessons, learned the hard way and from your personal experiences in commercial AT aviation? If 10 is too many, how about your top 5? We\\u2019d love to hear from you!<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"10 Lessons I Learnt the Hard Way\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"10-lessons-i-learnt-the-hard-way\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-07-22 17:38:50\",\"post_modified_gmt\":\"2025-07-22 16:38:50\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=35180\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":34502,\"post_author\":\"5\",\"post_date\":\"2025-05-15 20:50:22\",\"post_date_gmt\":\"2025-05-15 19:50:22\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><strong>A recent challenging experience during a night-rating flight took me back to a spooky experience of my youth.<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:gallery {\\\"linkTo\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-gallery has-nested-images columns-default is-cropped\\\"><!-- wp:image {\\\"id\\\":34520,\\\"sizeSlug\\\":\\\"large\\\",\\\"linkDestination\\\":\\\"none\\\",\\\"className\\\":\\\"is-style-rounded\\\"} -->\\n<figure class=\\\"wp-block-image size-large is-style-rounded\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/GAFB-7-1024x754.png\\\" alt=\\\"\\\" class=\\\"wp-image-34520\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image --><\\\/figure>\\n<!-- \\\/wp:gallery -->\\n\\n<!-- wp:paragraph -->\\n<p>It was in the 1990\\u2019s, at RAF Sealand, the base of the Air Cadets\\u2019 631 Volunteer Gliding School. I was a teenage staff cadet, meaning that in exchange for tireless labour every weekend I would get a few instructional flights here and there, eventually becoming a \\u2018G1\\u2019 and be allowed to take cadets up for their first air experience flights.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I\\u2019d become quite suspicious of the un-natural handling of one of our Grob G103 \\u2018Viking\\u2019 gliders and had a plan for how to catch the entity responsible. I pre-flighted the aircraft, strapped into the front seat and gave the cadet on the wing-tip the instruction to level the wings. So far, so normal. After a standard launch, climb and level off, I lowered the nose to unweight the cable, released it, and trimmed for 50kts.&nbsp;At this point, with plenty of altitude, I gently took my hands and feet off the controls to see what would happen.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Initially, it flew straight and level (clearly my trimming was pretty good), however after flying for a short while, as predicted the poltergeist made its presence felt, and the aircraft gently banked to the left, and then levelled off again after turning through 90 degrees, all on its own, bringing us nicely onto the crosswind leg. Uncanny.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34511,\\\"width\\\":\\\"677px\\\",\\\"height\\\":\\\"auto\\\",\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-5.png\\\" alt=\\\"\\\" class=\\\"wp-image-34511\\\" style=\\\"width:677px;height:auto\\\"\\\/><figcaption class=\\\"wp-element-caption\\\">Image courtesy of author<\\\/figcaption><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>A short while later, as is the custom when a little high entering the circuit, the paranormal aircraft gently banked itself to the right, and didn\\u2019t level out again until completing a perfect 270\\u00ba orbit, leaving us heading downwind straight and level.&nbsp;At this point, I was thinking that flying would be very relaxing if aircraft were like this all of the time, but the apparition was losing interest and the nose started to droop a little lower, with&nbsp;airspeed gradually creeping up\\u2026<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Just then, snapping me out of my reverie came a loud noise from behind me (the first sound since getting in) \\u201cspeed... SPEED! What the hell are you doing, boy?\\u201d Having caught the poltergeist red-handed, I responded: \\u201cI haven\\u2019t touched the controls since we released the cable! If you want me to fly the aircraft, then say \\u201c<strong><em>YOU HAVE CONTROL<\\\/em><\\\/strong>!\\u201d<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>We concluded our circuit uneventfully and had a good chat on the ground about handover protocol. The gruff, but well-loved senior instructor in the rear seat had been frustrating me for some time with his heavy presence on the controls, especially the rudder, and it made it quite difficult to understand when it was the wind nudging the aircraft, when my flying was responsible or when it was him.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>But what his response in this flight showed me was more surprising than what I\\u2019d first set out to prove - he wasn\\u2019t just \\u2018ghosting\\u2019 the controls a little too heavily while keeping an eye on what the student was doing, he was <strong><em>unaware that he was actively flying the aircraft much of the time!<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I\\u2019d recognised that, having flown a few hundred launches, I no longer consciously thought about separate control movements, but simply looked in the direction I wanted to go, and the aircraft would move under me to where I wanted. The same was naturally happening to this instructor with significantly more time in these aircraft than me, but with potentially worse results when he thought that he was letting students fly the aircraft.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>There were 2 issues here:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\">1. A new solo pilot taught in this way might not really know what the aircraft feels like without another hand guiding the controls. This significantly increases the mental load on the student, trying to second-guess which forces are from air over the control surfaces versus intentional (or unintentional) deflections from the unseen instructor in the rear seat. These \\u2018hints\\u2019 through the controls won\\u2019t be available when the student finally flies solo, of course.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\">2. If the instructor moves in and out of active control without formal and explicit handover, then at a critical phase of flight (launch\\\/landing) key seconds may be lost while the two pilots first discover their mistake in assuming that any unexpected force on the controls was\\\/wasn\\u2019t the other person or thinking that in fact the other was in control, and then having to agree who will take charge now.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>It\\u2019s no surprise that so many RAF accident reports on our coffee table at the time cited issues from \\u2018Cockpit gradient\\u2019 (where P2 has a higher military rank or flying experience than P1) and \\u2018confusion as to which pilot was flying the plane\\u2019 as significant factors in a number of avoidable accidents.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Handover Protocol, as I was taught it:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\">The pilot handing over will say <strong><em>\\u201cYou have control\\u201d<\\\/em><\\\/strong> and the recipient takes the controls and says <strong><em>\\u201cI have control\\u201d<\\\/em><\\\/strong>, at which point the pilot that relinquished will let go of the controls completely.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\">One person should be in control at any time. If there is something that the instructor wants the student to feel on the controls with the instructor still in charge, then they should be formally told <strong><em>\\u201cfollow me through\\u201d <\\\/em><\\\/strong>[on the controls], and the student replies <strong><em>\\u201cfollowing through\\u201d<\\\/em><\\\/strong>.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\">In an emergency, if the instructor wants to seize control, it should be with the words <strong><em>\\u201cI HAVE CONTROL\\u201d<\\\/em><\\\/strong> to clearly show that they are taking control, and that they won\\u2019t be letting go again without also using the handing-back protocol.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>A common thing (which I have experienced) is an instructor making a brief intervention during landing such as pulling the nose forcefully back 5 degrees, with the student not knowing if they should politely let go of the controls to let the instructor continue to fly the recovery without distraction, or to actively resume control after the momentary input?<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Yoke wrestling matches in the dark<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>This danger played out almost verbatim for me in December 2020 (inspiring me to write this, in the hope that it might help others) while doing my first night rating sortie with a load of circuits, in which an instructor with \\u2018heavy hands\\u2019 (and even heavier feet) was hinting and guiding the aircraft throughout the circuit by nudging the control yoke, and then completely dominating the controls during finals and round-out each time, to the point where they were saying \\u201cfeel for the ground\\u201d and I complained back \\u201cI can\\u2019t feel a damn thing with you so heavy on the controls\\u201d.&nbsp;At times they were like a moving cage on the controls, with me having to wrestle hard to get any movement on the controls other than where they wanted it to go.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34503,\\\"width\\\":\\\"481px\\\",\\\"height\\\":\\\"auto\\\",\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-10.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34503\\\" style=\\\"width:481px;height:auto\\\"\\\/><figcaption class=\\\"wp-element-caption\\\">Image courtesy of author<\\\/figcaption><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>During a particularly joyless bout of wrestling on the final turn I gave up and simply let them land it, but 10 seconds after the wheels touched down, they stopped controlling the aircraft without warning, and directional control went sketchy on the ground, and I had to dive back onto the controls to fly the touch-and-go. The rest of the flight was a tense guessing game of trying to follow what they wanted, and not knowing when their control inputs would come and go, while simultaneously trying to learn something about night flying in a busy circuit.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>After the tiring and challenging flight (8 circuits, of which I didn\\u2019t land one of them), I retreated shaken and worried, questioning my own skills. However, I wondered if the instructor was fully aware of how much they were making control inputs, and how confusing that is to their students, and how dangerous it is for that control to vary between totally dominating to completely non-existent without any warning?&nbsp;Needless to say, I didn't return to that instructor, and happily completed my night rating at another school without any drama.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I respect that the instructor is in charge of aircraft safety, and is a far more experienced pilot, but students also have a flight safety responsibility and should not tolerate dangerous behaviours or habits from anyone, regardless of rank.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Thanks to this reminder I have resolved that from now on whenever I get in with a new instructor (or co-pilot), I will make it my habit to set expectations from the start that naturally I want them to take over if I am putting us in danger, but that to avoid any confusion <strong><em>I want their hands &amp; feet completely off the controls unless they have used clear handover protocol!<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|black\\\"}}}},\\\"textColor\\\":\\\"black\\\"} -->\\n<p class=\\\"has-black-color has-text-color has-link-color\\\"><strong>CHIRP Comment: <\\\/strong>The author identifies the risk linked to a lack of clarity over who is actually flying the aircraft and ambiguous handover\\\/takeover protocol. Poor practice in this area can readily lead to an accident or serious incident, especially near the ground. The 4<sup>th<\\\/sup> August 2022 PA28 occurrence at Kemble is a case in point. A summary is provided below and the full AAIB report can be accessed at this link - <a href=\\\"https:\\\/\\\/www.gov.uk\\\/aaib-reports\\\/aaib-investigation-to-piper-pa-28-140-g-bcjn\\\">https:\\\/\\\/www.gov.uk\\\/aaib-reports\\\/aaib-investigation-to-piper-pa-28-140-g-bcjn<\\\/a><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\"><em>During an attempted go-around the aircraft veered left from the runway track. The instructor was unable to establish a climb and the aircraft touched down approximately 350 m from the end of the runway, tracking approximately perpendicular to the left of the runway track. As the aircraft touched down it passed between two parked, out of use, airliners and its right wing tip struck the nose landing gear of one of the parked aircraft. The outer portion of the right wing was severed and the aircraft continued across the grass. It passed through the airfield perimeter fence, crossed the A429 road and came to rest in a ditch adjacent to the road.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|20\\\",\\\"left\\\":\\\"var:preset|spacing|20\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--20);padding-left:var(--wp--preset--spacing--20)\\\"><strong><em>There had been a confused handover of control between student and instructor<\\\/em><\\\/strong><em> that meant the go-around actions were not completed effectively. This resulted in the aircraft flying at very low height at an airspeed that was probably below the minimum power speed, leaving it with insufficient power to climb away.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"The Poltergeist Instructor\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"the-poltergeist-instructor\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-05-15 20:53:28\",\"post_modified_gmt\":\"2025-05-15 19:53:28\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=34502\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":34203,\"post_author\":\"5\",\"post_date\":\"2025-05-15 13:52:45\",\"post_date_gmt\":\"2025-05-15 12:52:45\",\"post_content\":\"<!-- wp:paragraph {\\\"style\\\":{\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|luminous-vivid-orange\\\"}}}},\\\"textColor\\\":\\\"luminous-vivid-orange\\\",\\\"fontSize\\\":\\\"large\\\"} -->\\n<p class=\\\"has-luminous-vivid-orange-color has-text-color has-link-color has-large-font-size\\\"><strong>GA1383 (Skydiving &amp; Parachuting)<\\\/strong><br><strong>Twists and Tangles \\u2013 Longer version<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Report text<\\\/strong>: [Parachute was] deployed at 3,000ft, fully open at 2,432ft, line twist so decided kick and pull.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Mistake no.1<\\\/strong> - I did not look above line twist. Lines untwisted at 1,410ft and realised slider was snagged high up toward canopy.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Mistake no.2<\\\/strong> - should have cutaway. Decided instead to release brakes to see if snag could be resolved, canopy bowed in middle, 1,000ft.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Mistake no.3<\\\/strong> - should have cutaway. Instead decided canopy could be flown and landed. Canopy would only turn partially so ended up way off landing zone. Approaching ground only then realised how fast I was descending.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Mistake no. 4<\\\/strong> \\u2013 flared. Canopy did not slow it collapsed, fortunately landed on grass between trees and flat on my back. I think if I had done parachute landing fall broken leg(s) would have ensued.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Overall issue<\\\/strong>: Observation, altitude decision, slider design.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Main points<\\\/strong>: Slider strings have end tabs. Cutaway before hard deck<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Lessons Learned<\\\/strong>: Look beyond obvious faults. Do not attempt to fly anything that is not big and rectangular. Decide early, if in any doubt whatsoever cutaway. Awareness, distraction.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34316,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-4.png\\\" alt=\\\"\\\" class=\\\"wp-image-34316\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>CHIRP<\\\/strong><strong> Comment<\\\/strong>: This was an honest and insightful report. The reporter has candidly identified the causes of the problem and some nodal points where, in hindsight, different decisions could have been made. This rather fraught experience will almost certainly have permanently altered their skydiving behaviour.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Equipment Factors<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Modern gliding ram-air parachutes are so keen to open rapidly that they all have to have a device fitted to slow the opening, in order to protect the jumper and the canopy from harm. This device, named a slider and about the size of a kitchen dishcloth, is fitted to the lines and packed with the canopy in a way that restricts the opening of the canopy until the slider is gradually pushed down the lines to just above the jumpers head.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Slider up by Canopy:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34220,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image.png\\\" alt=\\\"\\\" class=\\\"wp-image-34220\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Slider halfway down the lines :<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34252,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-1.png\\\" alt=\\\"\\\" class=\\\"wp-image-34252\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Slider down and canopy fully open:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34268,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-2.png\\\" alt=\\\"\\\" class=\\\"wp-image-34268\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Once the canopy is open, the slider has no further useful function but causes a little drag, flaps loudly and may sometimes abrade the lines. Once licenced, jumpers may choose a slider with drawstrings, which can be pulled to collapse it and reduce the nuisance:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34236,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-3.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34236\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>When the parachute is repacked, the drawstrings are drawn back into the slider.&nbsp; If the drawstrings have a tab on the end, it has to be drawn back into a pouch on the slider \\u2013 this indicates that the slider has been adequately reset and usually keeps the tabs in place during parachute deployment.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Drawstring tabs properly seated:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34244,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-4.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34244\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>One tab clearly not reseated:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34260,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-5.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34260\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Tab less obviously not correctly seated:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34284,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-7.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34284\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Whether packing for oneself or using a drop-zone packing service, it is important to ensure such tabs are fully seated before continuing the pack job.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>During this reported incident, one drawstring tab has been able to come free and tangle in a \\u2018cascade\\u2019 (where two lines attached to the parachute are fused into a single line halfway down to the parachutist).&nbsp; This is a known but infrequent cause of malfunctions. The report includes an image showing how this happened.&nbsp; The canopy manufacturer\\u2019s manual from 2010 states:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|10\\\",\\\"left\\\":\\\"var:preset|spacing|10\\\"}},\\\"elements\\\":{\\\"link\\\":{\\\"color\\\":{\\\"text\\\":\\\"var:preset|color|vivid-cyan-blue\\\"}}}},\\\"textColor\\\":\\\"vivid-cyan-blue\\\"} -->\\n<p class=\\\"has-vivid-cyan-blue-color has-text-color has-link-color\\\" style=\\\"padding-right:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\\\"><em><strong>Slider: Drawstring\\\/Kill-line<\\\/strong><br>Your slider is equipped with a drawstring \\u201ckill-line\\u201d for stealthier flight. Please always remember to pull this back to the OPEN position prior to packing it. Your parachute will open VERY HARD if you do not do this! Be sure to pull the slider apart to the fully open position. <span style=\\\"text-decoration: underline;\\\">By fully retracting the drawstring, you are much less likely to have the tab on the end of the line snag in a suspension line cascade possibly causing a malfunction.<\\\/span><\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>While it is disappointing that the reporter has received no direct response to their email to the manufacturer, it is of note that the manufacturer is currently advertising this make of canopy as having \\u2018continuous Dacron lines\\u2019 (i.e. no cascades) and a \\u2018snag resistant collapsible slider\\u2019 so that \\u2018cascade related malfunctions are impossible\\u2019. It appears that the issue may have been addressed here already. The data label on the canopy should indicate when it was manufactured.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Looking at a range of other new canopies, it is common nowadays to see collapsible sliders without any tabs on the drawstring, but a longer drawstring so that a 7-10cm excess is always visible when \\u2018set\\u2019. This lack of a tabs makes entanglement less likely.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34276,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-6.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34276\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:image {\\\"id\\\":34292,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-8.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34292\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>It is common for A and B licence holders to use rental equipment or buy pre-used equipment either while they assess their long-term equipment needs or simply because it is cheaper than buying new kit. This is perfectly normal practice and there will be plenty of jumpers still with tabs on their slider drawstrings. The incidence of problems with these tabs is not high enough to need to withdraw them. This report should act as a useful specific reminder of the importance of careful reseating of slider tabs when packing. It also acts to remind all jumpers that older kit may have legacy issues which have been designed out of newer equipment. It may be wise to take detailed advice from a qualified rigger before purchasing pre-used kit and discuss whether any modifications would be helpful or even required.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>If the reporter owns their own kit, they could request a parachute rigger to replace their tab drawstrings with the longer tab-free version. This would not be an onerous or expensive job and almost certainly much cheaper than a reserve parachute repack fee.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Normal skydiving practice<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Skydivers have two parachutes on their backs, a main and a reserve. The main parachute must be fully open and controllable by a specified minimum \\u2018opening height\\u2019 that is determined by their licence status (3000 ft agl in the case of a B-Licence holder). Parachutes take a few seconds to open while the skydiver is descending at almost 200 feet per second and so \\u2018pulling\\u2019 or initiating the main parachute deployment needs to be done 400-800 feet above the minimum opening altitude. It is common practice to be fully open well above the minimum altitude \\u2013 it is a \\u2018minimum\\u2019 not a \\u2018target\\u2019.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>If a main parachute fails to open to a normal and fully controllable state, the skydiver has a short time in which to decide whether they can remedy the situation or if they need to start their emergency procedures. If the former, they can attempt resolution down to their \\u2018decision height\\u2019 but should then initiate emergency procedures if the problem has not cleared. If the latter, they should start the emergency procedures even if well above decision height. The usual emergency procedure is to jettison the main parachute by pulling a single \\u2018Cutaway Pad\\u2019, falling free and then activating their reserve parachute by pulling the reserve ripcord. If the skydiver has not cutaway by \\u2018minimum cutaway height\\u2019, it is now too dangerous to cutaway and the only choices left are to stay with just the imperfect main canopy or to deploy the reserve with the main canopy still attached. Both of these final choices carry a risk of a serious outcome and a skydiver should always try to make good choices long before reaching this height.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Malfunction or Nuisance factor?<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>If a canopy is clearly malformed or damaged, then it is usually a malfunction and requires the start of emergency procedures. However, other problems such as twists MAY be just a nuisance which can be resolved before decision height.&nbsp; When a canopy opens normally but either the jumper or the canopy turns during opening, this may put one or more twists in the lines. Twists will often untwist spontaneously, and this may be accelerated by skydiver actions such as \\u2018kicking out\\u2019. However, while the twists remain it is not possible to turn or flare the parachute or even perform a controllability check. Twists are a relatively common nuisance factor and, particularly on \\u2018lower performance\\u2019 and lightly loaded canopies used by less experienced jumpers, a skydiver may develop an incorrect expectation that they will always resolve. As in this report, the jumper may look only at the twists and not see past them to a malfunction above the twists, the twists may conceal a malfunction within themselves or the jumper may mistake tangled lines for twists.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Twists with a normal canopy \\u2013 reasonable to try to kick out twists while monitoring height \\u2013 must cutaway if twists still present by decision altitude:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34308,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-9.jpeg\\\" alt=\\\"\\\" class=\\\"wp-image-34308\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Yes, there may be twists in the lines but there is also a small and distorted canopy above them.&nbsp; Malfunction \\u2013 cutaway:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":34300,\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/05\\\/image-3.png\\\" alt=\\\"\\\" class=\\\"wp-image-34300\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Occasionally, especially on high performance or heavily loaded canopies used by more experienced jumpers, the twists can cause the canopy to go into a spiral dive with rapid height loss despite the canopy being fully open. In such a spiral dive, gyroscopic stability can make it almost impossible to \\u2018kick-out\\u2019 the twists. This latter situation is certainly not just a nuisance factor and often requires immediate emergency procedures \\u2013 this may be the subject of a very detailed advanced instructor brief during progression to C and D licences and the use of these higher performance canopies.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Jettisoning a main parachute which appears mostly open takes a degree of resolve, particularly if it looks as if it may improve shortly. It is easy to keep on trying to sort it out well past decision altitude, or even to forget about decision altitude, and then find one is also too low to cutaway and there is no easy way out.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>So, by \\u2018decision height\\u2019, the jumper should be sure that the canopy is large, rectangular and undamaged with lines that are clear, untangled and undamaged and that the canopy is fully controllable with turns in each direction and normal flare response to using the brakes. The controllability check is an essential part of a canopy check, which should follow immediately after ensuring there is no risk of collision with other canopies. If the canopy is flared for the first time at 20 feet above the ground, it is too late to do anything if it stalls or collapses (except for attempting a good landing roll if possible).&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The reporter states that when their canopy collapsed near to ground level, they were thrown onto their back. They expressed the view that they may have broken their legs if they had attempted a PLF (parachute landing fall \\u2013 a technique which spreads the impact across multiple body areas and reduces the risk of injury). The skydivers on the CHIRP Advisory Board were of the unanimous view that a PLF remains the best way of reducing the risk of serious injury during a hard landing, even if a lower leg injury may occasionally be the price of avoiding a spinal, chest or head injury.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>For a safe jump, the jumper needs to have a clear plan in their head long before walking out to the aircraft. The plan should include choreography of all jumpers to ensure clear airspace in time to deploy at an altitude which gives them an open and controllable canopy at or above their minimum opening height. They must have a clearly defined and memorised decision height and be resolute that they will commit to emergency procedures if their canopy and lines do not look normal and behave normally by that height. They must have clearly pre-determined that any attempt to clear a problem will be interspersed with frequent altitude checks and that they will not go past decision altitude. Finally, they must have a clear minimum cutaway altitude since low cutaways may be fatal or life altering.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Exact decision altitudes and minimum cutaway altitudes are affected by many considerations including exact type of equipment, Automatic Activation Device (the device that automatically activates the reserve) settings, local geography, jumper experience and currency. Student skydivers must do exactly as instructed on their courses. Licenced skydivers who are not clear about these altitudes should discuss with an advanced instructor before manifesting for their next jump. Any skydiver will benefit from regularly practicing emergency drills in a suspended harness. Many drop zones run a safety day each spring, providing supervised simple and complex emergency drills for any skydiver who wishes it. Don\\u2019t be shy - have a go \\u2013 it may save you!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Applicable Aphorisms<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|10\\\",\\\"left\\\":\\\"var:preset|spacing|10\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\\\">One of the least useful things in aviation\\\/skydiving \\u2013 sky above you<br>If in doubt, get it out<br>Don\\u2019t delay, cutaway<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Dirty Dozen Human Factors<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>In addition to the reporter\\u2019s own excellent analysis, the following \\u2018Dirty Dozen\\u2019 Human Factors elements were a key part of the CHIRP discussions about this report and are intended to provide food for thought when considering aspects that might be pertinent in similar circumstances.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|10\\\",\\\"left\\\":\\\"var:preset|spacing|10\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\\\"><strong>Knowledge<\\\/strong> <br>- Information from manufacturers manual needs to be read and understood.<br>- Required opening height should be known and its implications understood.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|10\\\",\\\"left\\\":\\\"var:preset|spacing|10\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\\\"><strong>Distraction<\\\/strong><br>- Concentrated on twists rather than looking for problem above twists.<br>- Focused on task of resolving twists to the detriment of effective cutaway decisions.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|10\\\",\\\"left\\\":\\\"var:preset|spacing|10\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\\\"><strong>Complacency<\\\/strong><br>\\u2013 Over-assumption of ability or habitual behaviour eg twists have always been resolved in the past<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"spacing\\\":{\\\"padding\\\":{\\\"right\\\":\\\"var:preset|spacing|10\\\",\\\"left\\\":\\\"var:preset|spacing|10\\\"}}}} -->\\n<p style=\\\"padding-right:var(--wp--preset--spacing--10);padding-left:var(--wp--preset--spacing--10)\\\"><strong>Assertiveness<\\\/strong><br>- Indecisive about committing to a cutaway either above or at safe predetermined height (pressonitis)<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Skydiving Special\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"skydiving-special\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-05-15 13:52:48\",\"post_modified_gmt\":\"2025-05-15 12:52:48\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=hot-topic&#038;p=34203\",\"menu_order\":0,\"post_type\":\"hot-topic\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":33277,\"post_author\":\"5\",\"post_date\":\"2025-04-15 16:54:15\",\"post_date_gmt\":\"2025-04-15 15:54:15\",\"post_content\":\"<!-- wp:paragraph {\\\"fontSize\\\":\\\"x-large\\\"} -->\\n<p class=\\\"has-x-large-font-size\\\"><strong>Fuel Starvation \\u2013 impossible, or not\\u2026<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":33269,\\\"sizeSlug\\\":\\\"large\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-large\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/04\\\/DHC6-1024x767.jpg\\\" alt=\\\"\\\" class=\\\"wp-image-33269\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>In November 2021, a Canadian DHC6 on a scheduled domestic passenger flight from Yellowknife to Fort Simpson departed with insufficient fuel and without the crew checking the fuel quantity on board. Before start and throughout the flight, there were numerous opportunities to identify the mistake and rectify the problem in time, but all were missed owing to a series of avoidable errors. En route, when the crew finally realised that there wasn\\u2019t enough fuel to make the intended destination, they attempted to divert to the nearest available airport at Fort Providence. Poor management of the remaining fuel then made this option impossible. When fuel was exhausted, a forced landing was made at night into a partly frozen, treeless bog. The aircraft sustained substantial damage but amazingly the 5 occupants only suffered minor injuries, related to hypothermia. The complete investigation into how a fully serviceable aircraft ran out of fuel and ended up in a bog can be read in the TSBC\\u00a0<a href=\\\"https:\\\/\\\/www.skybrary.aero\\\/sites\\\/default\\\/files\\\/bookshelf\\\/33891.pdf\\\">Final Report<\\\/a>. There follows a few of the findings from the investigation and some suggested Human Factor safety links which might be worth reading from the perspective of \\u2018could this happen to me or in my company?\\u2019<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Findings as to Causes, Contributing Factors and Risk<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:list -->\\n<ul class=\\\"wp-block-list\\\"><!-- wp:list-item -->\\n<li>When the Captain saw the pink fuel slip in the door of the aircraft, it reinforced his belief that the aircraft had been fuelled for the last flight of the day, when, actually, it had not been refuelled. <em>Assumption and confirmation bias.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>While conducting the \\u2018Before Start\\u2019 checks from memory, the Captain\\u00a0interrupted\\u00a0his routine by conversing with a passenger. Consequently, the fuel quantity check was missed and the preparation for flight continued without the Captain being aware that the aircraft did not have sufficient fuel for the flight on board. <em>Distraction.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>Over time, the Captain had developed an adaptation of not conducting the challenge and response checklists where required by the standard operating procedures (SOPs). The absence of negative consequences reinforced the Captain\\u2019s practice, until it became routine.\\u00a0<em>Normalisation of deviance and poor safety culture.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>On the day of the occurrence, the First Officer\\u2019s adaptation regarding checklist usage was influenced by the seniority of the Captain, the Captain\\u2019s non-standard use of checklists, and the absence of negative repercussions from this adaptation.\\u00a0<em>Absence of challenge culture and practical drift.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>While taxiing to the runway, the Captain conducted the Taxi Checks alone, silently and from memory. Consequently, the fuel check on the checklist was missed and the aircraft departed with insufficient fuel for the flight.\\u00a0<em>Lack of adherence to SOPs, cross checking and verification.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>The First Officer completed the Cruise Checks silently and without reference to a Checklist. As a result, the fuel state of the aircraft was not identified by either pilot. <em>Lack of adherence to SOPs and questioning culture.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>If flight crews do not maintain a scan of the flight instrument panel and alerting systems, there is a risk that they will not identify an abnormal aircraft state that escalates to an unsafe situation. <em>Get the basics right.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item -->\\n\\n<!-- wp:list-item -->\\n<li>If flight crews do not use the company reporting procedures to communicate safety concerns related to operational deviations, there is a risk that company management will be unaware of unsafe practices and unable to take corrective action. <em>Unsafe practices should always be challenged and reported; consider using the CHIRP confidential reporting option if uncomfortable or unable to use company or CAA reporting systems.<\\\/em><\\\/li>\\n<!-- \\\/wp:list-item --><\\\/ul>\\n<!-- \\\/wp:list -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"What Could I Learn About Human Factors From This?\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"what-could-i-learn-about-human-factors-from-this\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-04-15 16:59:49\",\"post_modified_gmt\":\"2025-04-15 15:59:49\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=33277\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":32475,\"post_author\":\"5\",\"post_date\":\"2025-03-10 14:56:46\",\"post_date_gmt\":\"2025-03-10 14:56:46\",\"post_content\":\"<!-- wp:image {\\\"id\\\":32501,\\\"width\\\":\\\"246px\\\",\\\"height\\\":\\\"auto\\\",\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\",\\\"style\\\":{\\\"border\\\":{\\\"width\\\":\\\"2px\\\"}}} -->\\n<figure class=\\\"wp-block-image size-full is-resized has-custom-border\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/03\\\/Picture2-1.jpg\\\" alt=\\\"\\\" class=\\\"wp-image-32501\\\" style=\\\"border-width:2px;width:246px;height:auto\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p>Sunday 27th October was a perfect day for flying. My preflight complete and everything being normal, I taxied out, which was uneventful. I made my radio calls and proceeded to take off. However, as I was trundling down the runway and at about 50-55kts, the nose wheel just starting to lift, I got showered in live hornets that had decided to make a winter home deep in the air vent on the pilot-in-command side. Training kicked in (<strong><em>Aviate \\\/ Navigate \\\/ Communicate<\\\/em><\\\/strong>) so I pulled the throttle, gently applied brakes, kept straight and announced my intentions. Having cleared the runway and very calmly taxied in (with my new friends on my lap), I shut down. <\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Then I ran like the clappers doing a little dance as I went. Never been so scared in my life, but grateful it all happened on the ground (ish) !!!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>After satisfying myself that the hornets had vacated the cockpit (some with gentle persuasion), I inspected the barrel vent and looked in the air vent entrance point; on a C152 this is located in the leading edge of the wing. Whilst I couldn\\u2019t inspect the entire system, I decided that I would keep the cockpit vent shut to be on the safe side and continued with my planned flight to an airfield in Lincolnshire. However, whilst transiting the Wash (Norfolk into Lincolnshire) I just happened to look at the vent and noticed that it had worked itself ever so slightly open, just a crack. To my surprise there was, what can only be described as, dozens of hornet legs poking through the crack. I jammed the vent shut with force, completely re-sealing the vent and then observed as many as 4 to 5 hornets falling from the wing vent entrance point in close succession.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>At my destination, I re-checked the vent system and again satisfied myself that this time there were no further hornets in the systems and departed for my return flight to my base in Suffolk. On this occasion with the vent jammed shut and periodically checked, I saw no further hornets falling from the wing and no evidence of the hornets back at my base field.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>What did I learn from this unnerving experience? Firstly, undertake better winterisation mitigations, particularly when the aircraft is kept outside, noting to start this earlier in the season and prior to the time that insects and animals start to hibernate. Additionally, have the system inspected before further flight and don\\u2019t just assume that it will be ok.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>[<strong>Aside<\\\/strong>: I am currently investigating if there are any non-corrosive insecticides that can be used in the vents that are not toxic to humans and actively seeking advice from my maintenance organisation, since I am not sure how best to approach this situation, considering the potential violent nature of hornets to both myself and that of the maintenance people.]&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>CHIRP Comment:<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The above was a report recently submitted to CHIRP and, with the reporter\\u2019s consent, we decided to include it in the ILAHFFT section. The whole event must have been quite terrifying and we applaud the reporter for keeping their composure during the take-off and calmly aborting it to taxy back in. The absolute priority when something unexpected occurs is to keep \\u2018flying\\u2019 the aircraft and the reporter did a great job of that, even remembering to get out a call to let others know what was occurring. It was probably a bit brave to then have another go without a more detailed investigation of the vent system though, although hindsight is a wonderful thing!&nbsp; As the reporter says, it probably would have been better to have had the whole system inspected first before trying to get airborne again. We all know the old adage:<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"align\\\":\\\"center\\\"} -->\\n<p class=\\\"has-text-align-center\\\"><em>\\u2018it\\u2019s better to be on the ground wishing you were in the air than in the air wishing you were on the ground<\\\/em>\\u2019. <\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>There are plenty of lessons here for everyone about how we prepare our aircraft for over-wintering using bungs etc \\u2013 we\\u2019ve seen incidents with mice, flies, snakes and even a racoon in the past, but hornets are a new one. Aircraft present a lovely warm shelter with access holes for curious animals who just don\\u2019t understand about flight safety. The last thing we need to contend with in the air, especially if we\\u2019re a bit rusty ourself, is an angry swam of stinging insects who\\u2019ve been rudely awoken from their slumbers. Remove temptation from their way if you possibly can and whenever you fly, especially when the aircraft has been on the ground for an extended period, always expect the unexpected.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"A Sting in the Tail\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"a-sting-in-the-tail\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-03-10 21:08:18\",\"post_modified_gmt\":\"2025-03-10 21:08:18\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=32475\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":32450,\"post_author\":\"5\",\"post_date\":\"2025-03-10 14:01:13\",\"post_date_gmt\":\"2025-03-10 14:01:13\",\"post_content\":\"<!-- wp:image {\\\"id\\\":32454,\\\"width\\\":\\\"1231px\\\",\\\"height\\\":\\\"auto\\\",\\\"sizeSlug\\\":\\\"large\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-large is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2025\\\/03\\\/Hunter-1024x424.jpg\\\" alt=\\\"\\\" class=\\\"wp-image-32454\\\" style=\\\"width:1231px;height:auto\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:boldblocks\\\/a-new-image -->\\n<div class=\\\"wp-block-boldblocks-a-new-image wp-block-boldblocks-custom\\\"><!-- wp:paragraph -->\\n<p>It was 9<sup>th<\\\/sup> May 1980 and I was a young, over-confident and mildly thrusting Air Traffic Controller at RAF Honington. In my second tour, I had enough experience to feel relaxed, but not enough to appreciate my limitations. Honington in those days was a fully active fast jet airfield, with four resident Buccaneer squadrons, in the centre of a combined MATZ and responsible for Mildenhall (wide bodied aircraft) movements as well as co-ordinating Lakenheath fast jet activity. It was in other words, an extremely busy place.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph --><\\\/div>\\n<!-- \\\/wp:boldblocks\\\/a-new-image -->\\n\\n<!-- wp:boldblocks\\\/image -->\\n<div class=\\\"wp-block-boldblocks-image wp-block-boldblocks-custom\\\"><!-- wp:boldblocks\\\/image -->\\n<div class=\\\"wp-block-boldblocks-image wp-block-boldblocks-custom\\\"><!-- wp:paragraph -->\\n<p>One of the oddities of the Buccaneer, the finest strike aircraft the RAF has ever possessed (other views maybe available!!)&nbsp; and affectionately dubbed the \\u2018banana bomber\\u2019 due to its unique profile, was there were no dual control versions. Therefore a pilot\\u2019s first sortie in it was also a first solo. This was known as FAM1 flight and an experienced instructor was carried in the rear navigator\\u2019s cockpit, where there were no flying controls, to provide appropriate \\u2018advice and encouragement\\u2019 when required - brave fellow! There was therefore a requirement for pilots to be familiar with the unique Buccaneer cockpit environment whilst airborne before they headed off on FAM1. Sadly simulation was nowhere near as advanced as it is today, so the solution was to equip a Hunter two seater training aircraft with a Buccaneer cockpit hence the Hunter Mark7B. This workaround simulated the cockpit, but of course performed like a Hunter ie beautifully at all speeds, unlike the Buccaneer, and crucially it had only one engine. Whilst an engine failure in a Buccaneer was a concerning event, the same in a Hunter was an altogether more serious proposition. The recovery technique for an engine failure in a Hunter was called a 1 in 1 approach. A clean Hunter would glide 1NM and lose 500 ft. Double that for a turn. Thus, the idea was to vector the gliding Hunter towards final approach such that when range was equal to height (ie 4NM @ 4000ft), the pilot was instructed to commence the 1 in 1 procedure, gear would be dropped and handily the aircraft would lose 1000ft for each mile and end up on the runway, piece of cake\\u2026<\\\/p>\\n<!-- \\\/wp:paragraph --><\\\/div>\\n<!-- \\\/wp:boldblocks\\\/image --><\\\/div>\\n<!-- \\\/wp:boldblocks\\\/image -->\\n\\n<!-- wp:paragraph -->\\n<p>So that\\u2019s the cold war scene set, now if you are sitting comfortably, I\\u2019ll begin. That day I was the radar director responsible for directing traffic around the Honington radar pattern. However, hovering in the background of my consciousness was the realisation that that night at Shawbury there was a dinner night for all of the RAF Air Traffic Controllers to celebrate 30 years of RAF ATC (I still have the tie).&nbsp; This was going to be one mean party and I was seriously short of drinking vouchers! All was quiet in the approach radar room so I was allowed to pop out to the bank to rectify this sad, but alas common, junior officer situation, leaving the approach room with the quip \\u201cI'll be back in 15 minutes\\u201d.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Actually 25 minutes later I was back, drinking vouchers safely ensconced in my wallet. I walked into the approach room to find total carnage; the unit was absolutely humming. Lakenheath, Mildenhall and Honington activity had exploded into action. The Supervisor looked at me, looked very pointedly at his watch and yelled at me to sit down and vector a Hunter for a practice 1 in 1 approach. Everything was exactly as I left it, headset, chinagraph pencil, everything. Without pause I was immediately given a handover on the Hunter and commenced the 1 in 1. As described above it could be a bit of a mind boggler, but satisfying when it worked.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>It was all going so well as I rolled onto final approach for RW27 at 6 miles and about 5000ft. The 1 in 1 continued towards gear down point, at which point something came out of the radar overhead in the opposite direction and flashed past followed by another and another. I was confused. The Supervisor asked where was my Hunter; I told him it was 5 miles East. There followed a pause then the immortal shout \\u201c<strong><em>EAST, EAST we're on RW09!<\\\/em><\\\/strong>\\u201d. The penny dropped with a resounding clang. The runway had changed whilst I was away and I had not realised. The other traffic were departing Buccaneers from my airfield, luckily their initial rate of climb was not spectacular and my traffic was high. I had to break off my Hunter and reposition for the correct runway. I can just about laugh about it now although those words from the Supervisor will be with me forever. I of course then had to grovel to my supervisor and talk to the pilot, a senior instructor, about what had just happened, both of which were not comfortable exercises and rather took the edge off my day.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Then there was the official reporting. In those days no such thing as a safety report so just a&nbsp; ticking off from both parties and with a final \\u201cyou won\\u2019t do that again will you\\u201d comment from the Supervisor it was put to bed. I don\\u2019t think it was even logged; after all nothing actually \\u2018happened\\u2019. Quite correctly I can\\u2019t see that being the outcome today!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>So, what lessons can be learned from this rather sorry state of affairs? Firstly, make sure you don\\u2019t leave preparation for an evening event until the very last minute. Prior Preparation Prevents P**s Poor Performance and all that. Secondly, always check what is happening when you have lost situational awareness for any length of time. Don\\u2019t assume that just because it looks the same, it actually is. It\\u2019s fair to say that Expectation Bias was in evidence. Thirdly, being the \\u2018good old days\\u2019 a large dose of common sense was applied, as can be seen by the fact that it is still as clear a learning point to me today nearly 42 years later as it was then. Finally, how do I remember the exact date? That\\u2019s easy, the next day on the way home, hungover and broke after a great party, I listened to West Ham win the FA cup on the car radio\\u2026<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"...and West Ham won the FA cup\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"and-west-ham-won-the-fa-cup\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-03-12 13:06:29\",\"post_modified_gmt\":\"2025-03-12 13:06:29\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=32450\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"}],\"post_count\":12,\"current_post\":-1,\"before_loop\":true,\"in_the_loop\":false,\"post\":{\"ID\":40639,\"post_author\":\"191\",\"post_date\":\"2026-03-19 14:27:41\",\"post_date_gmt\":\"2026-03-19 14:27:41\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><em>Thank you to\\u00a0our\\u00a0CHIRP GA FEEDBACK reader who\\u00a0agreed we could use their\\u00a0ILAHFFT\\u00a0so\\u00a0that\\u00a0others may learn from\\u00a0their\\u00a0experiences on this day\\u2026\\u00a0<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>When this incident happened, I&nbsp;didn\\u2019t&nbsp;realise that all the holes lined up perfectly and it was only after some time that I discovered that it was&nbsp;absolutely preventable&nbsp;at&nbsp;each and every&nbsp;stage. That is why we must never be complacent with Threat and Error Management. How about this story to prove my point.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The weather had been poor for some time, and I was desperate to fly \\u2013 anywhere. My flying&nbsp;buddy&nbsp;was on holiday, but I woke up one morning with sun shining through the bedroom window. Great! I can go flying at last. Even after 1000 hours, I still find it exciting to fly, but I am always a little bit anxious especially when&nbsp;I\\u2019m&nbsp;on my own<strong>.&nbsp;<\\\/strong>That\\u2019s&nbsp;a healthy sign\\u2026.yes?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Where shall I fly to? I know!&nbsp;An airfield that I have never been&nbsp;to&nbsp;and I know it has lots of training going on plus special arrival and departure rules. In addition, it is&nbsp;very close&nbsp;to the London CTR and lays to the west of my home airfield. A good challenge for me after not flying for some time. Shall we say this is hole number one?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I had plugged the route into the iPad and kept checking the weather. There were some non-flyable areas to the west, but they were only slowly creeping towards the east so I should be&nbsp;OK,&nbsp;but I knew I had to keep an eye out for them developing quicker.&nbsp;Shall we say this was hole number two?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I&nbsp;arrived at the airfield and removed the cover&nbsp;and did the&nbsp;aircraft&nbsp;checks. Plenty of fuel for my short trip and everything else was good. My&nbsp;aircraft&nbsp;is parked within a row of three and opposite my row is a line of club&nbsp;aircraft.&nbsp;It\\u2019s&nbsp;always a concern that when taxying between all these&nbsp;aircraft, that my wing tips avoid hitting one of them. While I was doing my checks, a low wing Piper taxied in and parked at the end of my line. I thought what a silly place to park as it restricted the width of the taxiway. However, as my&nbsp;aircraft&nbsp;is a high wing, I could put it over the cowling of the Piper as its propeller had stopped on the horizontal. The pilot got out and went into the clubhouse. Unbeknown to me, rather than staying there for a bite to eat etc, he had come in as part of his cross-country training.&nbsp;Shall we say this is hole number three?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I pulled my&nbsp;aircraft&nbsp;out of the line into the taxiway between the rows of&nbsp;aircraft. Just as I did this, an instructor came out with a pupil and told me that I had parked in front of his&nbsp;aircraft. I told him that I would not be long starting up and as soon as I had, I would taxy away from his&nbsp;aircraft. I got in my&nbsp;aircraft&nbsp;and hurried through the checks and started the engine. So now&nbsp;I\\u2019m&nbsp;a bit flustered to hurry up&nbsp;and also&nbsp;on my mind was the complications of my destination airfield.&nbsp;Shall we say this is hole number four?&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>With the engine running fine, I started to taxy forward looking out for both my wingtips not to touch the other&nbsp;aircraft. I had&nbsp;just about worked&nbsp;out my taxy line where my starboard wing would go over the cowling of the Piper, when it suddenly started up. Without me realising it, the student had got his&nbsp;logbook&nbsp;signed and was leaving. I had not&nbsp;anticipated&nbsp;that he would be so quick. I suddenly had to change my line to avoid the spinning propeller keeping a careful eye on it when there was a sudden \\u201cclonk\\u201d.&nbsp;My port wing tip had struck the rudder of a club&nbsp;aircraft. As I stopped, the Piper casually taxied out and away unaware of the disaster I had caused.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I had many chances to stop this from happening but my urge to fly after a long spell of poor weather caused me to overlook the Swiss cheese holes.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Firstly, after a layoff, I should have decided to go to a simple airfield that I had visited many times.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Secondly, I should have gone to a destination to the east to avoid&nbsp;a possible interaction&nbsp;with poor weather.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Thirdly, I should have gone back into the clubhouse to see how long the Piper student was going to be and, if he&nbsp;was&nbsp;going to be some time, to ask him if we could push his&nbsp;aircraft&nbsp;back from the taxiway.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Fourthly, When the instructor informed me that I was in his way, I should have pushed my&nbsp;aircraft&nbsp;to another position&nbsp;and not rushed my checks.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"The day that the holes of the Swiss Cheese lined up for me!\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"the-day-that-the-holes-of-the-swiss-cheese-lined-up-for-me\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2026-03-23 09:56:06\",\"post_modified_gmt\":\"2026-03-23 09:56:06\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=40639\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},\"comment_count\":0,\"current_comment\":-1,\"found_posts\":38,\"max_num_pages\":4,\"max_num_comment_pages\":0,\"is_single\":false,\"is_preview\":false,\"is_page\":false,\"is_archive\":true,\"is_date\":false,\"is_year\":false,\"is_month\":false,\"is_day\":false,\"is_time\":false,\"is_author\":false,\"is_category\":false,\"is_tag\":false,\"is_tax\":true,\"is_search\":false,\"is_feed\":false,\"is_comment_feed\":false,\"is_trackback\":false,\"is_home\":false,\"is_privacy_policy\":false,\"is_404\":false,\"is_embed\":false,\"is_paged\":false,\"is_admin\":false,\"is_attachment\":false,\"is_singular\":false,\"is_robots\":false,\"is_favicon\":false,\"is_posts_page\":false,\"is_post_type_archive\":false,\"thumbnails_cached\":false});<\/script>\n\n<div 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src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/static-storms-and-stuck-mics\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Static, Storms and Stuck Mics<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>17.11.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    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href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/what-could-i-learn-about-hf-from-this\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Older pilots, better pilots?<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>04.11.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/yellow-is-not-mellow\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Yellow is not Mellow<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>03.08.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/inside-the-envelope-or-so-i-thought\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Inside the Envelope \u2013 Or So I Thought<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>03.08.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/10-lessons-i-learnt-the-hard-way\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>10 Lessons I Learnt the Hard Way<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>21.07.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/the-poltergeist-instructor\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>The Poltergeist Instructor<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>15.05.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/hot-topic\/skydiving-special\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Skydiving Special<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>15.05.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/hot-topic-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a 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                     <h4 class='clamped-paragraph'><strong>A Sting in the Tail<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>10.03.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp.co.uk\/fil\/ilahfft\/and-west-ham-won-the-fa-cup\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>&#8230;and West Ham won the FA cup<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>10.03.2025<\/p>\n                                <img width='40' src='https:\/\/chirp.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                                \n            \n        <\/div>\n    <\/div>\n<\/div>\n\n\n<div class=\"wp-block-buttons hide-for-medium is-content-justification-center is-layout-flex wp-container-core-buttons-is-layout-5e8e0b33 wp-block-buttons-is-layout-flex\" style=\"margin-bottom:var(--wp--preset--spacing--30)\">\n<div class=\"wp-block-button\"><a class=\"wp-block-button__link has-contrast-background-color has-background wp-element-button\" href=\"\/aviation\/safety-resources\/feedback-newsletters\/\" 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