When the go-around goes wrong


first circuit was uneventful but the second landing was fast and heavy and the aircraft bounced twice. The pilot decided to go around but the


SKYRANGER 582(1), Old Warden Aerodrome, 11 February, 2016


The pilot had intended to complete three circuits before flying in the local area. The


Washed-out


REIMS CESSNA F152, Gloucestershire Airport, 2 February, 2016


The student had been instructed to halt at the holding point for Runway 27. After waiting for about two minutes the 152 suddenly tipped to the right, coming to rest on its wing tip, right main wheel


and propeller. An EC145 helicopter had completed a rotors-running refuel and, after obtaining ATC clearance, was hover taxiing


Control confusion


PEGASUS QUIK, Redland Airfield, 23 March, 2016


During the take-off roll for a dual instructional flight the Pilot under Training (Pu/t), whose flying recency had lapsed for many years, decided


to abort the take-off but then attempted to take-off again to avoid overrunning the runway. However, he then tried to


stop but inadvertently kept his foot on the throttle at the same time. The instructor shut down the engine but couldn’t prevent


Caught by an odd crosswind


BOEING E75 STEARMAN North Weald, 13 April, 2016


The Stearman was landing on Runway 20, with the tower reporting the wind from 240º at 4kt with occasional gusts of 15kt from 290º. The pilot adopted his usual wing down/ opposite rudder approach and touched


aircraft would not turn left in response to his control column inputs. He was able to turn right and climbed to avoid trees in his path; the standard pattern for Runway 21 is a left circuit. With speed decreasing and limited roll


control the pilot decided to land in a field perpendicular to the runway. The right wheel clipped a wall on the approach, spinning the aircraft through 180 degrees.


The Skyranger was extensively damaged in the incident but the pilot and his passenger were able to exit through the doors. The cause of the control difficulties was not established. The pilot said that the aircraft had been


cut during recovery and was in the process of disposal, precluding the possibility of a detailed inspection. He reported that the aircraft had flown


normally prior to the heavy landing. Neither the BMAA nor the UK importer were aware of any previous similar occurrences.


behind the Cessna. Another helicopter, an R44, was on the ground at the nearby Avgas pumps, with rotors running. The EC145 pilot was aware of both the


Cessna and R44 and followed a path that gave maximum clearance to both. It was estimated that he passed between two and three rotor diameters from the Cessna. It was concluded that the downwash, perhaps exacerbated by the wind speed and direction, caused G-BFEK to tip over.


the aircraft hitting a hedge. The instructor commented that the Pu/t tended to use to the technique he had used on the Flash, which was to push the control bar fully forward and apply full power until the aircraft became airborne. The pupil had been advised that this wasn’t the correct


down on the mainwheels, performing a ‘wheeler’ landing. He allowed the tail to lower as elevator authority was lost but, after a few seconds in the three-point attitude, a swing to the right developed. He countered with full left rudder but the swing continued to diverge. The left lower wingtip and aileron


touched the asphalt before the aircraft left the runway and ran briefly onto the grass before a paved taxiway. It completed a 270º groundloop and stopped after also grazing the right wingtip and aileron. The pilot subsequently realised that the left mainwheel had been damaged


as it crossed the grass/paved surface interface. He also noted that, on several occasions during the hour following, the windsock was horizontal and perpendicular to the runway indicating occasional crosswind gusts.


FOR FURTHER INFORMATION ON INCIDENT REPORTS, VISIT AAIB.GOV.UK Autumn/Winter 2016 CLUED UP 33


technique when flying the Quik. His instructor had shown him, and he had demonstrated, that the correct technique was to commence the take-off roll with the control bar held in ‘neutral’ and, once sufficient speed had been achieved, to exert forward pressure on the bar to lift off.


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