SAFA Skysailor Magazine

29 January | February 2021 SKY SAILOR Human Factors Air (the environment) -Man (I’m safe) -Ship (the aircraft) I’M SAFE Illness? Do I have an illness or any symptoms of an illness or disorder? Medication and other drugs? Have I been taking or mixing prescription, over-the-counter or recreational drugs? Stress? Am I under psychological pressure from my job or personal circumstances? Am I worried about financial matters, health problems or family matter? Alcohol? Have I been consuming alcohol within the previous eight hours? Is my blood alcohol level less than 0.02? Would my average alcohol consumption be greater than ‘very low risk’? Fatigue? Am I tired or inadequately rested? Eating and Drinking? Am I adequately nourished and hydrated? were to experience a problem with their wing, the period of time to resolve the issue may be significantly reduced before high g-loading could completely incapacitate the pilot. Pilots who regularly fly at altitudes above 8500 to 10000ft should consider their per- sonal health circumstances and regular flight operations to assess whether attaining the O2 endorsement and carrying a supplemental oxygen supply would be a wise precaution. All pilots flying advanced wings should seriously consider undertaking SIV training to become familiar with the techniques required to manage their wings when they enter an undesirable state. Finally, we turn to AIRS #1162. On 30 November 2019, Alex Blanch and his passenger were flying in an Airborne Edge XT-912 Tundra WM aircraft, fitted with a Streak III wing, on the return leg from a flight to the Broughton Islands, north of Newcastle (NSW). The weather forecast was for NW winds ahead of a southerly change. Whilst over Paterson Road returning to Maitland airport, they flew into extreme turbulence associated with southerly winds of 25kt converging with NW winds which had risen to 35kt by the time of the accident. The aircraft was unable to remain in the air and descended rapidly with eye-witness reports indicating a tumbling motion. The aircraft impacted the terrain, killing both PIC and passenger. There was no evidence of an in-flight failure of the aircraft structure. The weather forecast from the day before the accident indicated that a southerly change was expected. One correspondent indicated that on the day, an early forecast available from one source had changed, removing reference to the southerly change, but had later re-included the change. If faced with a similar situation, pilots are advised to seek clarification from the authority issuing the forecast. If conditions appear to be changing in excess of, or completely contrary, to what is anticipated, seek a safe landing, and wait out the bad weather on the ground. We in the Ops Team extend our thanks to those pilots and first responders who assist in any of these unfortunate events. Stay safe. Photo: Rory Duncan, 2007