SAGPA - it's time to take the safety bull by the horns!

[Learjet]

There have been some rather concerning safety related topics posted and discussed lately:

Frequency of "behind-the-power-curve" and training related incidents...
The unacceptable number of low-flying / wire-strike accidents & fatalities...
Apparent gyro susceptibility to post-impact fires...
The continued factory fitment of "automotive style" seat belt harnesses in some makes of gyros...
Minimum fuel pick-up level requirements...
CAA Accident Investigation competencies (or lack of!) relating to gyros...

A discussion point for Gariep or the next SAGPA AGM?

[John Boucher]

Time you got an ARO in place. Once recognised, CAA has to include SAGPA or representation thereof pertaining to Gyro matters...

[Learjet]

Thats good advice John

[Gyronaut]

The collective of an ARO will have advantages yes. I do feel however that every one of us has a moral obligation towards our fellow pilots - and we rely on our comrades, to make it as safe as possible to participate in our sport.

As far as raising the quality and standard of training wherever possible to avoid preventable accidents, I am committed to doing whatever I can as a committee member of SAGPA. We do have a few initiatives on the go at the moment of which there will be more info forthcoming in the future.

Any suggestions and ideas, such as Learjet's and JB's are of course most welcome and will be put on the agenda for the next SAGPA meeting.

Fly safe

[John Boucher]

I agree with Len and of course you know we'll assist where possible... we are ultimately all striving for a common goal!

[Learjet]

Any suggestions and ideas...are of course most welcome and will be put on the agenda for the next SAGPA meeting.

Ok here goes...

Low flying dangers / wire strikes and "behind the power curve" accidents. Are probably now the No 1 cause of gyro fatalities in SA.
If SAGPA is prepared to embark on a safety awareness initiative through the distribution and printing of safety posters (of benefit to both pilots and pax) reinforcing the dangers of low flying and basic drag curve recovery techniques - I will commit for my ad agency to do the design and layout for free.

Post impact fires.The response from manufacturers is deafening. Propose that SAGPA initiate a round-table discussion with manufacturers to establish: (1) the factors predisposing these fires and (ii) design / fuel tank integrity solutions to mitigate these incidents.

Aviation safety harnesses.
There have now been two confirmed instances where the pilot reported having difficulty (or was unable) to release the seat harness and escape from a burning gyro. (Douglas and Hartenbos airfield incidents)
In both cases "automotive style" seat harnesses were fitted to the two different makes of gyro. (Magni & MT-03)
Magni has responded with a replacement program for their older models which fitted with automotive type harnesses (until 2005).
To the best of my knowledge Auto-Gyro MT-03 has not.

What is more alarming is that some manufacturers who continue to fit non-aviation style harnesses to their aircraft.
Automotive style, plastic shrouded and or "push-button" release harnesses MAY NOT BE SAFE to use in aircraft. These are not designed for cars not aircraft and may fail to release when under load or fail when exposed to heat / flames.

Perhaps it's time to name and shame the manufactueres who have used / or ar still fitting these "automotive style" harnesses:

AUTO-GYRO / MT-03

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ELA

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XENON

I'm probably not going to be too popular amongst the gyro manufacturers and agents at Gariep - but WTF I'd rather put up with that for one weekend than to have to keep posting "RIP" and "Condolences" messages

[t-bird]

Hi Learjet

The following topics that you have raised is very valid but what action is available ?
“The continued factory fitment of "automotive style" seat belt harnesses in some makes of gyros...
“ Minimum fuel pick-up level requirements...”

"automotive style" is not per aviation spec and is dangerous if you have an on-board fire. FACT

• The manufactures are aware of this but does not issue an AD to change.

• I have contacted CAA and they said that you are not allowed to change the safety belts to aviation ones if this does not come from manufacture.

• Manufactures tells you that safety belts are okay and you should not change it

NOW WHAT ?


Minimum fuel pick-up level requirements... ???


Apparent gyro susceptibility to post-impact fires...

• Any solutions would be appreciated, but the manufactures should buy into theses or you would not be allowed to implement them.


There is a difference between low-flying and wire strikes

• I have read the CAA report on the one fatal wire accident in Northern Cape

• His rotor tip hit the wire which then whipped back and cracked his helmet.

• This means that he was so low that he could have hit a “steel dropper” or cattle fence.

• The pilot was very experience and had lots of hours.

YOU as pilot take this decision to fly so low and YOU have to live with the consequences.
The solution is not to police it but to get a culture of safety.
The experienced pilots has a responsibility to set an example of not flying at pylon height. AIRMANSHIP

Low flying is allowed if it is not a built up area.
• Rather do a presentation of how to fly low safely within the rules
• Make pilots aware of areas where there are complaints so that they can avoid it or fly higher.

Regards

Callie