CA 12-12b 11 JULY 2013 Page 1 of 14 Section/division Accident and Incident Investigation Division Form Number: CA 12-12b AIRCRAFT INCIDENT REPORT AND EXECUTIVE SUMMARY Reference: CA18/3/2/1019 Aircraft registration ZU-FHM Date of incident 22 November 2013 Time of incident 1120Z Type of aircraft Van’s RV-8 (aeroplane) Type of operation Private (Part 91) Pilot-in-command licence type Private Age 57 Licence valid Yes Pilot-in-command flying experience Total flying hours 612.7 Hours on type 11.8 Last point of departure Morningstar Aerodrome, Western Cape Province Next point of intended landing Mossel Bay Aerodrome (FAMO), Western Cape Province Location of the incident site with reference to easily defined geographical points (GPS readings if possible) On Runway 27 at FAMO (GPS position: 34°09’32.57” South 022°03’17.40” East) Meteorological information Surface wind: 250°/12 kt, Temperature: 24°C, Visibi lity: +10 km Number of people on board 1 + 1 No. of people injured 0 No. of people killed 0 Synopsis The pilot, accompanied by a passenger, departed Morningstar Aerodrome, a private aerodrome located near Cape Town, on a private cross-country flight to FAMO. After a flight of approximately one hour, they joined overhead FAMO at 2 500 ft. The pilot followed the unmanned aerodrome procedure, observed the wind to be from the west and elected to land on Runway 27. While on the descent, he observed a helicopter (Bell 212) operating on the aerodrome with a bambi bucket suspended below it. He broadcast his intentions on the aerodrome frequency 124.20 MHz, stating that he had the helicopter visual. The pilot decided to continue with the approach and configured the aircraft for landing with full flaps (40°) selected. H e observed the helicopter crossing the runway from north to south while on the approach. He broadcast his position stating he was on final approach, to which the helicopter pilot relied: ‘Have you visual, don’t worry, we will be out of your way by the time you get here.’ The pilot continued with the approach and landing, but while taxiing to vacate the runway, the aircraft passed the hovering helicopter some distance away, and started yawing from side to side, the tail lifted and it nosed forward, coming to rest on the runway in a nose-down attitude. Neither of the occupants was injured. Probable cause The turbulence generated by the helicopter downwash most probably crossed the path of the light aircraft while it was taxiing along the runway, which caused the tail to lift and the aircraft to nose forward. ASP date 10 February 2015 Release date
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CA 12-12b 11 JULY 2013 Page 1 of 14
Section/division Accident and Incident Investigation Division Form Number: CA 12-12b
AIRCRAFT INCIDENT REPORT AND EXECUTIVE SUMMARY
Reference: CA18/3/2/1019
Aircraft registration ZU-FHM Date of incident 22 November 2013 Time of incident 1120Z
Type of aircraft Van’s RV-8 (aeroplane) Type of operation Private (Part 91)
Pilot-in-command licence type Private Age 57 Licence valid Yes
Pilot-in-command flying experience
Total flying hours
612.7 Hours on type 11.8
Last point of departure Morningstar Aerodrome, Western Cape Province
Next point of intended landing Mossel Bay Aerodrome (FAMO), Western Cape Province
Location of the incident site with reference to easily defined geographical points (GPS readings if possible)
On Runway 27 at FAMO (GPS position: 34°09’32.57” So uth 022°03’17.40” East)
Meteorological information Surface wind: 250°/12 kt, Temperature: 24°C, Visibi lity: +10 km
Number of people on board 1 + 1 No. of people injured 0 No. of people killed 0
Synopsis
The pilot, accompanied by a passenger, departed Morningstar Aerodrome, a private aerodrome located near Cape Town, on a private cross-country flight to FAMO. After a flight of approximately one hour, they joined overhead FAMO at 2 500 ft. The pilot followed the unmanned aerodrome procedure, observed the wind to be from the west and elected to land on Runway 27. While on the descent, he observed a helicopter (Bell 212) operating on the aerodrome with a bambi bucket suspended below it. He broadcast his intentions on the aerodrome frequency 124.20 MHz, stating that he had the helicopter visual. The pilot decided to continue with the approach and configured the aircraft for landing with full flaps (40°) selected. H e observed the helicopter crossing the runway from north to south while on the approach. He broadcast his position stating he was on final approach, to which the helicopter pilot relied: ‘Have you visual, don’t worry, we will be out of your way by the time you get here.’ The pilot continued with the approach and landing, but while taxiing to vacate the runway, the aircraft passed the hovering helicopter some distance away, and started yawing from side to side, the tail lifted and it nosed forward, coming to rest on the runway in a nose-down attitude. Neither of the occupants was injured.
Probable cause
The turbulence generated by the helicopter downwash most probably crossed the path of the light aircraft while it was taxiing along the runway, which caused the tail to lift and the aircraft to nose forward.
ASP date 10 February 2015 Release date
CA 12-12b 11 JULY 2013 Page 2 of 14
Section/division Accident and Incident Investigation Division Form Number: CA 12-12b
AIRCRAFT INCIDENT REPORT
Name of Owner : Cygnet Capital CC
Name of Operator : Private
Manufacturer : Van’s Aircraft
Model : RV-8
Nationality : South African
Registration Marks : ZU-FHM
Place : Mossel Bay Aerodrome
Date : 22 November 2013
Time : 1120Z
All times given in this report are Co-ordinated Universal Time (UTC) and will be denoted by (Z). South
African Standard Time is UTC plus 2 hours.
Purpose of the Investigation:
In terms of Regulation 12.03.1 of the Civil Aviation Regulations (1997) this report was compiled in the
interests of the promotion of aviation safety and the reduction of the risk of aviation accidents or incidents
and not to establish legal liability.
Disclaimer:
This report is produced without prejudice to the rights of the CAA, which are reserved.
1. FACTUAL INFORMATION
1.1 History of flight
1.1.1 The pilot, accompanied by a passenger, departed Morningstar Aerodrome, located
near Cape Town, at approximately 1015Z on a private cross-country flight under
visual flight rules (VFR), with their destination being Mossel Bay Aerodrome
(FAMO).
CA 12-12b 11 JULY 2013 Page 3 of 14
1.1.2 At 1115Z, they joined overhead FAMO at 2 500 ft. The prevailing wind was
assessed by the pilot to be from the west, and he elected to land on Runway 27. He
joined the left-hand circuit for Runway 27, and while descending, spotted a
helicopter hovering to the northern side of Runway 27. He them made a radio call
on the local aerodrome frequency (124.20 MHz) stating: ‘Foxtrot Hotel Mike (FHM),
have the helicopter traffic visual.’
1.1.3 The pilot decided to proceed with the approach and configured the aircraft for
landing by selecting 40° of flap at an approach spe ed of 80 kt indicated airspeed
(IAS). The pilot then observed the helicopter, a Bell 212 (ZS-HHS) flying towards
the runway and crossing it to the south. He again broadcast his intentions: ‘FHM,
short finals Runway 27, full stop’ to remind the helicopter pilot of the approaching
aircraft. The response from the helicopter pilot was: ‘Have you visual, don’t worry,
we will be out of your way by the time you get here.’
1.1.4 At that point it did not seem to be a problem, so the pilot flying ZU-FHM continued
with the approach, aiming to touchdown as near to the threshold markers as
possible to ensure no conflict with the helicopter traffic. At that point the aircraft
was at a speed of between 70 - 75 kt IAS. Upon crossing the threshold, it was
noted that the helicopter was slinging a bambi bucket approximately 100 ft (30 m)
off the ground, and was still crossing the runway to the south. The pilot of ZU-FHM
continued with the landing and touched down just passed the windsock. The pilot
kept the aircraft in the ‘wheeler’ attitude (tail up) for better visibility. At that point, it
was noted that the helicopter had cleared the runway and was manoeuvring into
the hover near the taxiway that ran parallel to the runway. According to the pilot of
ZU-FHM estimates, it seems that the bambi bucket was still approximately 100 ft
off the ground and the helicopter itself was between 200 - 300 ft off the ground.
1.1.5 The pilot of ZU-FHM continued to taxi along the runway in a wheeler attitude, with
the intention to vacate the runway at the taxiway. As the aircraft rolled passed the
hovering helicopter, it was hit by the downwash (turbulence) from the helicopter,
which caused the aircraft to yaw from side to side and the tail to lift. The pilot
pulled back on the control stick to lower the tail, but the aircraft did not respond.
The tail continued to lift, causing the aircraft to nose forward onto the runway
surface. The propeller, spinner and wheel spats impacted the runway surface and
the aircraft came to rest in a nose-down attitude on the runway surface. The pilot
then called on the aerodrome frequency: ‘Mayday. Aircraft down on runway.’ He
then secured the aircraft by closing the throttle, placing the fuel shut-off lever to
OFF, and switched off the magnetos and master. The two occupants then
CA 12-12b 11 JULY 2013 Page 4 of 14
disembarked from the aircraft unassisted. They then lifted the aircraft off its nose
and pushed it to the side of the runway.
1.1.6 In a statement obtained from the pilot-in-command of the helicopter, he indicated
that he had advised the pilot of ZU-FHM about the downwash of the helicopter, yet
the ZU-FHM pilot had continued with the approach and subsequent landing.
1.1.7 The Google earth map in Figure 1 indicates the position of either aircraft at the time
of the occurrence. The distance between the runway and the taxiway was
approximately 48 m (157 ft).
Figure 1: Google earth map indicating the approximate position of both aircraft at the time of the incident
1.2 Injuries to persons
Injuries Pilot Crew Pass. Other
Fatal - - - -
Serious - - - -
Minor - - - -
None 1 - 1 -
Pilot of ZU-FHM intended to vacate the runway here.
CA 12-12b 11 JULY 2013 Page 5 of 14
1.3 Damage to aircraft
1.3.1 The aircraft sustained damage to the propeller, spinner, left main landing gear
attachment saddles and bolts. There was also damage to the bottom of the engine
cowling and the main wheel spats. The engine required a shock load inspection.
Figure 2: Damage to the propeller
Figure 3: Damage to the spinner
CA 12-12b 11 JULY 2013 Page 6 of 14
1.4 Other damage
1.4.1 There was no other damage caused.
1.5 Personnel information
1.5.1 Pilot-in-command (PIC):
Nationality South African Gender Male Age 57
Licence number 0272229170 Licence type Private
Licence valid Yes Type endorsed Yes
Ratings Night rating, Test pilot class 2
Medical expiry date 30 November 2014
Restrictions None
Previous incident
On 6 November 2011, the pilot was involved in a
serious incident at Morningstar Aerodrome with the
same aircraft, when the left main wheel entered a mole
hole while he was taxiing to the runway and the
propeller struck the ground.
1.5.2 Pilot-in-command flying experience:
Total hours 612.7
Total past 90-days 38.7
Total on type past 90-days 11.8
Total on type 11.8
1.6 Aircraft Information
1.6.1 The Van’s RV-8 is a tandem, two-seat, single-engine, low-wing, home-built
aircraft sold in kit form by Van’s Aircraft. The RV-8 is equipped with conventional
landing gear while the RV-8A version features tricycle landing gear. The design is a
larger development of the RV-4 and is similar in appearance, although larger, than
the earlier model.
CA 12-12b 11 JULY 2013 Page 7 of 14
Figure 4: The aircraft ZU-FHM
1.6.2 Airframe:
Type Van’s RV-8
Serial number 82532
Manufacturer Van’s Aircraft
Year of manufacture 2010
Total airframe hours (At time of Accident) 145.3
Last Annual inspection (hours & date) 85.7 22 November 2012
Hours since last Annual inspection 59.6
Authority to Fly (issue date) 21 February 2013
Authority to Fly (expiry date) 19 February 2014
C of R (issue date) (present owner) 4 March 2010
Maximum take-off weight 818 kg
Operating category Private
1.6.3 Engine:
Type Lycoming AEIO-360-H1B
Serial number L-26765-51A
Hours since new 145.3
Hours since overhaul TBO not yet reached
CA 12-12b 11 JULY 2013 Page 8 of 14
1.6.4 Propeller:
Type Hartzell C2YR-1BFPY
Serial number CH-45243B
Hours since new 135.3
Hours since overhaul TBO not yet reached
1.7 Meteorological information
1.7.1 The weather information contained in a table below was obtained from the pilot’s
questionnaire.
Wind direction 250° Wind speed 12 kt Visibility +10 km
Temperature 24°C Cloud cover Nil Cloud base Nil
Dew point 12°C
1.7.2 There was no meteorological aerodrome report (METAR) available for FAMO. A
METAR for George Aerodrome (FAGG) was available for 1100Z, and indicated the
wind to be 190° at 10 kt, with few clouds at 5 000 ft and a temperature of 26°C.
FAGG is located 18 nm (34 km) north-east of FAMO.
1.8 Aids to navigation
1.8.1 The aircraft was equipped with standard navigational equipment as per the
minimum equipment list approved by the regulator. There were no recorded defects
to navigational equipment prior to the incident.
1.9 Communication
1.9.1 FAMO is an unmanned aerodrome, therefore the pilot broadcast his intentions on
the very high frequency (VHF) aerodrome frequency 124.20 MHz. He was in radio
contact with the helicopter that was operating at the aerodrome at the time. There
was no breakdown in radio communication between the two aircraft.
CA 12-12b 11 JULY 2013 Page 9 of 14
1.10 Aerodrome information
Aerodrome location Mossel Bay Aerodrome (FAMO)
Aerodrome co-ordinates 34°10’00 South 022°00’50 Eas t
Aerodrome elevation 526 ft above mean sea level (AMSL)
Runway designations 09/27
Runway dimensions 18 m x 1 000 m
Runway used 27
Runway surface Asphalt
Approach facilities Landing lights
Aerodrome status Licensed
1.10.1 The runway was resurfaced during February 2013.
1.11 Flight recorders
1.11.1 The aircraft was not equipped with a flight data recorder (FDR) or a cockpit voice
recorder (CVR), nor was either required by the regulations to be fitted to this type of
aircraft.
1.12 Wreckage and impact information
1.12.1 The aircraft came to rest in a nose-down attitude on Runway 27, which resulted in
damage to the propeller, spinner and wheel spats. No damage was noted with
regard to the flight control system of the aircraft.
1.12.2 This was an office-based investigation and therefore no on-site information was
gathered apart from the information that was obtained from the pilot and the
maintenance facility that conducted the repairs.
1.13 Medical and pathological information
1.13.1 Not applicable.
CA 12-12b 11 JULY 2013 Page 10 of 14
1.14 Fire
1.14.1 There was no pre- or post-impact fire.
1.15 Survival aspects
1.15.1 Both occupants were properly restrained by the aircraft-equipped safety harnesses.
1.15.2 This incident was associated with low kinetic energy and was considered
survivable.
1.16 Tests and research
1.16.1 None considered necessary.
1.17 Organizational and management information
1.17.1 This was a private flight conducted by the owner of the aircraft.