{"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-staging.srgry.co.uk\/ar\/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-staging.srgry.co.uk\/app\/uploads\/2024\/07\/iStock-500510366.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.co.uk\/app\/uploads\/2024\/07\/iStock-1582458704.jpg); background-position-y: 40%;'>\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>SUBMIT<\/strong> REPORT<\/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 wp-block-boldblocks-custom position-relative hide-for-medium is-layout-flow wp-block-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 wp-block-boldblocks-custom button-border is-layout-flow wp-block-group-is-layout-flow\">\n<div class=\"wp-block-boldblocks-group wp-block-boldblocks-custom report-button has-background is-layout-flow wp-block-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 wp-block-boldblocks-custom is-layout-flow wp-block-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 wp-block-boldblocks-custom has-maritime-blue-background-color has-background is-layout-flow wp-block-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 wp-block-boldblocks-custom quick-link is-layout-flow wp-block-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 wp-block-boldblocks-custom quick-link is-layout-flow wp-block-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 wp-block-boldblocks-custom quick-link is-layout-flow wp-block-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 wp-block-boldblocks-custom quick-link is-layout-flow wp-block-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 wp-block-boldblocks-custom is-layout-flow wp-block-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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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-staging.srgry.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 wp-block-boldblocks-custom is-layout-flow wp-block-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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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\":\"189\",\"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\":\"189\",\"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\":\"189\",\"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\":\"189\",\"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\"},{\"ID\":31861,\"post_author\":\"4\",\"post_date\":\"2025-01-22 11:07:29\",\"post_date_gmt\":\"2025-01-22 11:07:29\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>This Edition\\u2019s ILAHFFT entries are taken from our US NASA&nbsp;<a href=\\\"https:\\\/\\\/asrs.arc.nasa.gov\\\/index.html\\\">ASRS<\\\/a><a href=\\\"applewebdata:\\\/\\\/ED4BAE99-562A-4C79-BE52-6A48183A7BD6#_ftn1\\\"><sup>[1]<\\\/sup><\\\/a>&nbsp;sister organisation\\u2019s CALLBACK publication&nbsp;<a href=\\\"https:\\\/\\\/asrs.arc.nasa.gov\\\/docs\\\/cb\\\/cb_537.pdf\\\">Issue 537<\\\/a>(October 2024) that highlights some&nbsp;misunderstandings, expectation bias, complacency and problems with overly complex message formats from CPDLC. CPDLC is a great tool, but crews need to use it with care to ensure that the entire message is understood, and controllers need to be clear in their messages and not send rapid-fire CPDLC messages that crews might not be able to process in a timely manner as they attend to other flying tasks.&nbsp;For information, UK CAA are currently considering whether CPDLC will be mandated in UK airspace as a way of reducing R\\\/T complexity and the number of calls.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Reread if You Reroute<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>\\u25a0&nbsp;ATC issued a revised clearance via CPDLC. Clearance was, \\u201cLoad new route to LEV. Rest of route unchanged.\\u201d Free text stated, \\u201cGLADZ.LEV...\\\/IAH.\\u201d I did not notice the route portion of the message because it was so short, and thought the clearance was only to proceed direct to ZZZ. The First Officer did not notice the error either and programmed the FMC for direct LEV with abeams as I directed, without GLADZ. ATC noticed we had turned to LEV and not GLADZ, and asked if we were proceeding direct to LEV. He stated that he must not have sent the message correctly and then verbally cleared us direct to LEV. I believe he was trying to be kind and let us off the hook. In seeing the CPDLC message, \\u201cLoad new route to LEV,\\u201d I simply assumed it was to go just direct LEV and failed to read all of the message, and used the LOAD prompt to load the FMC from the CPDLC clearance. I wanted to manually program the FMC with the direct [route] in order to utilize the \\u2018abeam waypoints\\u2019 function. It was expectation bias. In the future, I will\\u2026read all of the incoming CPDLC message, ask for confirmation from the other pilot, and use the \\u2018load new route\\u2019 function, and then reverify the clearance from the CPDLC against the FMC before executing the new route in the FMC, using the pilot monitoring to verify that the new clearance loaded correctly.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Multi-Tasking Hazards<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>\\u25a0&nbsp;In our descent to Chicago Midway (MDW), we were handed off to a new ATC frequency via CPDLC. We acknowledged and checked in. Center then sent us three CPDLC messages in less than two minutes. We received and acknowledged the first message to descend and maintain FL210. We heard the chime again and saw, \\u201cCross MEGGZ at 11,000 feet.\\u201d I verified MEGGZ at 11,000 feet in the FMC and on the Mode Control Panel and thought that I acknowledged the CPDLC. We did not see the clearance to proceed direct MEGGZ, which was sent also, but in a separate message. We also had the ACARS chime in the midst of this for landing data, as we were late to accomplish the Descent Checklist. As we were descending through FL200, ATC inquired if we had received the direct MEGGZ and the cross MEGGZ at 11,000 feet messages, because ATC was not showing an acknowledgment from us. We responded that we had received the crossing MEGGZ at 11,000 feet, but not the direct to MEGGZ. When we reviewed the CPDLC log page, we saw the direct to [MEGGZ] message, which we had not acknowledged, and we saw that we had not actually acknowledged the descent to cross MEGGZ at 11,000 feet, either.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>First, with expectation bias, I was not thorough, when I heard the chime and saw the ATC message, to ensure I did not have more than one open ATC message. I also missed verifying on the second page of the notification that I accepted. We should have been finished with receiving landing data prior to this stage of flight.&nbsp;<strong><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:separator -->\\n<hr class=\\\"wp-block-separator has-alpha-channel-opacity\\\"\\\/>\\n<!-- \\\/wp:separator -->\\n\\n<!-- wp:paragraph {\\\"style\\\":{\\\"typography\\\":{\\\"fontSize\\\":\\\"0.8rem\\\"}}} -->\\n<p style=\\\"font-size:0.8rem\\\"><a href=\\\"applewebdata:\\\/\\\/ED4BAE99-562A-4C79-BE52-6A48183A7BD6#_ftnref1\\\"><sup>[1]<\\\/sup><\\\/a>&nbsp;As for CHIRP,&nbsp;<a href=\\\"https:\\\/\\\/asrs.arc.nasa.gov\\\/overview\\\/summary.html\\\">ASRS<\\\/a>&nbsp;collects voluntarily submitted aviation safety incident\\\/situation reports from pilots, controllers, and others but on a much larger scale (ASRS currently receives 8-10,000 reports a month) and so, unlike&nbsp;CHIRP, they have limited scope to engage with the organisations concerned with individual reports to gain their perspective. As a result, most raw ASRS material is unverified, and some can be a bit emotive or lack perspective, but their alerts and CALLBACK newsletters provide a curated view on topical issues that offer useful areas for thought. For those seeking more data, the ASRS reports database is a public repository that provides the FAA, NASA and other organizations world-wide with research material in support of the promotion of safe flight.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Controller Pilot Data Link Communications (CPDLC) growing pains\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"controller-pilot-data-link-communications-cpdlc-growing-pains\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-01-29 11:42:17\",\"post_modified_gmt\":\"2025-01-29 11:42:17\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=31861\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":30783,\"post_author\":\"4\",\"post_date\":\"2024-11-25 12:19:35\",\"post_date_gmt\":\"2024-11-25 12:19:35\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>Our syndicate aircraft had been in and out of action for a few months over the summer as a consequence of some engineering work, following permit expiry. On resuming flying, two members of the group observed that the fuel tank was not venting correctly and that a vacuum was forming during flights, leading to a pronounced 'whooshing' sound of the air rushing in once the fuel cap was opened. I was asked to investigate, with my assumption being that the filler cap vent had somehow become blocked, or got some debris in it.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The filler cap is one of those components that everyone handles on a regular basis \\u2013 and knows roughly what it looks like \\u2013 but when asked to recall the object in detail, chances are you haven't paid it sufficient attention to be able to recall all of its intricacies. On many permit-aircraft like ours it's round, relatively flat and unremarkable in feature: you couldn't get a more unexceptional part on many aircraft, I'm sure.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>On inspecting the aircraft, I removed the filler cap and couldn't see any indication that it was capable of venting, leaving both myself and other group members perplexed as to whether there was an alternative vent for the tank. What were we missing?<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>It was only after further examination \\u2013 and asking the distributor for the aircraft kit whether there is an alternative venting arrangement for the tank \\u2013 that we found the issue was staring us in the face. Can you guess what it was?<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>On removal of the engine cowling came the proof: somehow, someone had managed to replace the oil filler cap with the vented fuel filler cap\\u2026and placed the (unvented) oil filler cap onto the fuel tank. In plain sight, it was so obvious: the oil filler cap has a symbol of an oil can on it. But it looks, feels and FITS exactly as the fuel tank filler cap does.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Not only did it catch us out, but further investigation \\u2013 including going back through old photos \\u2013 suggested it had been like that for over 8 previous hours of flight.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Had this not been picked up, any of our members might have experienced fuel starvation and an undesirable flight outcome, particularly had their flights been slightly longer and more fuel consumed.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>There are lots of things to learn here as well as some old lessons that could be re-iterated.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>First, the importance of conducting pre-flight checks sequentially. We cannot establish how it came to be that the oil filler cap AND the fuel filler cap were both off the aircraft at the same time. Had the fuel levels been checked and the cap replaced BEFORE moving on to check the oil, the first hole of the Swiss cheese wouldn't have existed.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Second, it's useful \\u2013 albeit very difficult (as an 'unknown unknown') to pre-identify and highlight components that might be subject to confusion or mix-up.&nbsp;&nbsp;I would think it's highly unlikely that two components of an aircraft would be capable of fitting so perfectly in different locations \\u2013 it is both a questionable design feature as well as a stroke of poor luck that both the oil filler cap and fuel filler cap are of identical dimensions. Then again, perhaps it is more common than we thought?&nbsp;&nbsp;It would be a useful exercise to query whether the same mix-up is possible in other aircraft types.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Third, it's amazing just how much confirmation bias came into the equation here. Even though we were looking directly at the oil filler cap, 5 different pilots failed to notice that it was the wrong cap. It is very easy with the benefit of hindsight to say that 'it has an oil can symbol on it', but it's quite faded, not very noticeable, and easily overlooked when you're focussing more on the underside of the cap to check it's the venting type. How many people lift off the oil filler cap without looking at it also?<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Fourth, it would be prudent to improve the marking or labelling of the filler caps. One option in our case might have been to have a fuel filler cap of the same colour as the fuselage, which would then have looked completely incongruous against the oil reservoir had it been put there.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:columns -->\\n<div class=\\\"wp-block-columns\\\"><!-- wp:column -->\\n<div class=\\\"wp-block-column\\\"><!-- wp:image {\\\"id\\\":30759,\\\"width\\\":\\\"auto\\\",\\\"height\\\":\\\"300px\\\",\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/11\\\/ILAHFFT-To-cap-it-all-1-rotated.jpg\\\" alt=\\\"\\\" class=\\\"wp-image-30759\\\" style=\\\"width:auto;height:300px\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image --><\\\/div>\\n<!-- \\\/wp:column -->\\n\\n<!-- wp:column -->\\n<div class=\\\"wp-block-column\\\"><!-- wp:image {\\\"id\\\":30767,\\\"width\\\":\\\"auto\\\",\\\"height\\\":\\\"300px\\\",\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/11\\\/ILAHFFT-To-cap-it-all-2-rotated.jpg\\\" alt=\\\"\\\" class=\\\"wp-image-30767\\\" style=\\\"width:auto;height:300px\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image --><\\\/div>\\n<!-- \\\/wp:column -->\\n\\n<!-- wp:column -->\\n<div class=\\\"wp-block-column\\\"><!-- wp:image {\\\"id\\\":30775,\\\"width\\\":\\\"auto\\\",\\\"height\\\":\\\"300px\\\",\\\"sizeSlug\\\":\\\"full\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-full is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/11\\\/ILAHFFT-To-cap-it-all-3-rotated.jpg\\\" alt=\\\"\\\" class=\\\"wp-image-30775\\\" style=\\\"width:auto;height:300px\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image --><\\\/div>\\n<!-- \\\/wp:column --><\\\/div>\\n<!-- \\\/wp:columns -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>CHIRP Comments<\\\/strong>: Notwithstanding the author\\u2019s comments about confirmation bias, habituation, assumption and perhaps complacency, this tale is a classic Human Factors trap where Murphy strikes again. These days, great efforts are made in aviation design and manufacturing to avoid situations where components can be installed in the wrong locations or the wrong way around, but sometimes things slip through.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>During in-depth hangar maintenance there are a number of reasons where both the oil and fuel caps might be off at the same time if both systems are being worked on for some reason, but careful storage and labelling of disassembled parts is one way of preventing mix-ups. There\\u2019s little reason for both to be off during routine line-maintenance or replenishment tasks, but it\\u2019s easy to see how it might happen if people are trying to be organised in preparing the aircraft for top-ups.The idea of differing the colour of the 2 caps is a good one because that means that the caps are not being physically altered but can easily be differentiated from each other \\u2013 yellow for oil caps is a fairly common colour, and that would stand out if placed on the fuel filler pipe.&nbsp;&nbsp;Another option, if feasible, is to have one or both caps attached to their respective filler pipes by a suitable chain or lanyard of some description so that they can\\u2019t be moved away from their intended location. Many such caps are secured this way, so perhaps there\\u2019s scope for looking at doing that on at least one of the caps if appropriate, or fixing\\\/replacing an existing chain if there\\u2019s one intended to be there that\\u2019s broken or missing.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"To cap it all...\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"to-cap-it-all\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2024-12-11 11:38:15\",\"post_modified_gmt\":\"2024-12-11 11:38:15\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=30783\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":30173,\"post_author\":\"4\",\"post_date\":\"2024-10-15 14:34:28\",\"post_date_gmt\":\"2024-10-15 13:34:28\",\"post_content\":\"<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>It was Autumn 2014 and it was an afternoon shift.&nbsp;&nbsp;At the time, there were numerous \\u2018Getting Your Game Face On\\u2019<strong>&nbsp;<\\\/strong>posters around the Tower; they\\u2019d been on display for a while but if you weren\\u2019t into rugby they were pretty easy to walk past.&nbsp;&nbsp;I thought it would be an idea, therefore, to share an experience of mine that shows why \\u2018Getting Your Game Face On\\u2019 is essential for all of us prior to plugging in.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I had a problem with staffing that day due to sickness and no AAVA cover available; it meant that there would only be 2 controllers on duty after 2000hrs. The traffic was fairly straightforward and not horrifically busy. I did a stint on Radar and then was given a break at 1430hrs. During the break I constructed a break plan which, to my astonishment, worked perfectly, with none of the usual drama associated with break plans and less than optimal staffing. Now, those of you who do break plans will know that this usually means you\\u2019ve left somebody in position for 2\\u00bd or even 3 hours, so I was a bit suspicious of it.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>OK, I don\\u2019t have time to check any further because I\\u2019ve got to do a couple of breaks in the VCR.&nbsp;&nbsp;Up I go and plug in on Tower. Its straightforward and reasonably quiet.&nbsp;&nbsp;We\\u2019re on 05 and there\\u2019s one at the Golf 1 holding point and one on final to land. Even I can do that, so I take responsibility for the position and clear the arrival to land. Then an Ops vehicle calls me wanting to cross from Charlie to Yankee. I tell them to hold position and decide that I\\u2019ll cross them after the landing traffic has passed the intersection.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Meanwhile, as I wait to put my cunning plan into operation, I\\u2019m mentally running through the break plan I\\u2019ve done, trying to find where it has obviously gone wrong. The arrival lands and, as it passes Golf 1, I line up the waiting aircraft, warning the crew that there will be a vehicle crossing further down the runway in front of them.&nbsp;&nbsp;<em>I must have made the mistake somewhere around tea break time. Probably got somebody working an extra hour.<\\\/em><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>\\u201cOps vehicle cross Charlie to Yankee report vacated\\u201d.&nbsp;&nbsp;Then, \\u201cArriving aircraft vacate right at Bravo and contact Ground on 121.7\\u201d, something I\\u2019ve done for more than 30 years, but don\\u2019t tell my trainees to do.&nbsp;&nbsp;<em>If I haven\\u2019t made the mistake there, maybe I\\u2019ve done it later. Can\\u2019t think exactly when, though.<\\\/em>&nbsp;&nbsp;Ops vehicle reports clear of the runway. I look up and think, no you\\u2019re not, you haven\\u2019t crossed the holding point at Yankee, yet.&nbsp;&nbsp;<em>Maybe the break plan\\u2019s fine. Maybe I haven\\u2019t made a mistake and it has just worked out.<\\\/em>Then I see the vehicle cross Yankee and acknowledge it<em>. I\\u2019d better check the break plan again when I\\u2019m finished here.<\\\/em>&nbsp;Right, the vehicle\\u2019s off the runway and I clear the departure for take-off.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>As I\\u2019m transmitting this I\\u2019m carrying out my usual visual scan of the runway. I start at the 05 threshold, progress down to the 23 end and then start ba\\u2026. what the hell is that doing there? I\\u2019ve just finished my transmission when I see the arrival still on the runway, just turning towards Bravo but, before I can say anything, the crew of the departure aircraft point that fact out to me. Sod it!<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Now I\\u2019ll be honest. My first thought, combined with a sneaky wee look around, was \\u2018Did anybody notice that?&nbsp;&nbsp;Could I get away with it?\\u2019 Then of course I realise the ridiculousness of that thought. I acknowledge the pilot\\u2019s report, cancel their take off clearance, tell them to hold position, and apologise for my stupidity. I watch the arrival turn onto Bravo and then I clear the departure for take-off.&nbsp;&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>What an eejit, I\\u2019m thinking (well not exactly, but I don\\u2019t want to damage anybody\\u2019s sensibilities this early in the New Year). Still, it could have been worse. I get relieved and go back downstairs to send my colleague up to recommence the breaks. Did I say it could have been worse? Well, it got worse. Somebody looked at the Veristore recording of the SMR and spotted that when I\\u2019d cleared the departure for take-off the second time, the arrival hadn\\u2019t left the clear and graded area.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>So that\\u2019s pretty impressive. In the space of a couple of minutes I\\u2019d had two runway safety events. I hadn\\u2019t exhibited that level of genius since winning the inaugural Golden Shovel award on my Radar course for having 2 technical losses of separation BEFORE clocks on. My reaction was one of anger at myself for being so stupid, coupled with embarrassment that it had happened because it was other ATCOs that did that sort of thing, not me.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The root cause was me being too busy worrying about other things instead of paying full attention to what was going on in front of me. Would it have solved things if I\\u2019d kept the arrival on my frequency and its strip in the runway bay? Possibly, but even after completing an HF interview, I wasn\\u2019t as convinced as others were. I was distracted by my brilliance with the break plan and my conviction that there must be something wrong with it.&nbsp;&nbsp;It distracted me to the extent that I forgot completely about the arrival, and it persuaded me that the traffic preventing the departure was the Ops vehicle. I\\u2019m not sure I would have properly registered another flight strip in the runway bay.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I failed to concentrate properly on what was going on around me and let myself drift off whilst I mentally checked a plan that I could do nothing to change whilst I was plugged in. This was an excellent demonstration of not getting your game face on. My game face was still in the dressing room trying to spot non-existent errors in a break plan. Don\\u2019t let that sort of stupidity bite you. When you\\u2019re plugging in, your entire concentration needs to be on what you\\u2019re doing. When you\\u2019re working traffic, your entire concentration needs to be there, not on some bizarre conversation you\\u2019re having with a colleague, not on a book, certainly NOT on a smartphone and definitely not on something you were doing before you plugged in.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>It\\u2019s incumbent on all of us to avoid distraction from our main task. If you feel you are being distracted by whatever method, be it conversation, noise, whatever, just tell the individual(s) to shut up. Likewise, if you see something that could be a distraction then deal with it, and if you\\u2019re responsible then take it on the chin and shut up or move away. Watch Managers and Deputies have to be aware that they need to leave non-operational things behind when they plug in.&nbsp;&nbsp;I didn\\u2019t and got bitten and bitten badly.&nbsp;&nbsp;Don\\u2019t let it happen to you.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Getting your game face on \\u2013 time to focus on the task in hand\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"getting-your-game-face-on-time-to-focus-on-the-task-in-hand\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2024-10-15 14:40:25\",\"post_modified_gmt\":\"2024-10-15 13:40:25\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=30173\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":30110,\"post_author\":\"189\",\"post_date\":\"2024-10-07 10:32:46\",\"post_date_gmt\":\"2024-10-07 09:32:46\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>CHIRP has recently produced a video (approx 10mins long) voiced by our Advisory Board Chairs to highlight the key elements of our role and encourage awareness of our activities. The video can be accessed at the link below.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:video {\\\"id\\\":30070} -->\\n<figure class=\\\"wp-block-video\\\"><video controls src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/10\\\/CHIRP-Talking-Heads-Advisory-Board-Chairs-v3.mp4\\\"><\\\/video><\\\/figure>\\n<!-- \\\/wp:video -->\",\"post_title\":\"CHIRP Aviation Advisory Board Chairs explain what we do\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"chirp-aviation-advisory-board-chairs-explain-what-we-do\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-05-07 16:41:50\",\"post_modified_gmt\":\"2025-05-07 15:41:50\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=hot-topic&#038;p=30110\",\"menu_order\":0,\"post_type\":\"hot-topic\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":29391,\"post_author\":\"189\",\"post_date\":\"2024-08-29 09:53:57\",\"post_date_gmt\":\"2024-08-29 08:53:57\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>FY2023-24 saw the first full year of flying since the end of the COVID-19 pandemic and the associated removal of general travel and social restrictions in UK. Commercial aviation activities continued their recovery over the twelve months and reached pre-pandemic levels of flying towards the end of the reporting period, albeit with some interruptions in scheduling in the summer of 2023 due to pressures on crew and resource availability. For its part, General Aviation (GA) flying was much curtailed during Winter 2023\\\/Spring 2024 due to some rather inclement weather associated with a very wet period.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>During the FY2023-24 period, a total of 489 aviation reports were received and accepted by&nbsp;<em>CHIRP<\\\/em>&nbsp;for further progression (not including Bullying, Harassment, Discrimination and Victimisation (BHDV) reports which are dealt with separately as a special case activity). This represents a moderate decrease on the previous year\\u2019s reporting levels but is within normal reporting tolerances, especially given that FY2022-23 likely represented an artificially increased level of reporting due to COVID\\\/post-COVID resourcing pressures and concerns.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>In addition, 63 other aviation reports were received in FY2023-24 but were rejected as either having no safety value, were about terms and conditions of employment, or were personality clashes. There were also 18 BHDV reports received.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Click on the link below to access the full CHIRP Aviation FY2023-24 Report<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:file {\\\"id\\\":29383,\\\"href\\\":\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/08\\\/20240806-CHIRP-Annual-Aviation-Report-FY2023-24.pdf\\\",\\\"displayPreview\\\":false} -->\\n<div class=\\\"wp-block-file\\\"><a id=\\\"wp-block-file--media-367c31f6-f35a-4130-b06c-32e84f553a9d\\\" href=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/08\\\/20240806-CHIRP-Annual-Aviation-Report-FY2023-24.pdf\\\">20240806 CHIRP Annual Aviation Report FY2023 24<\\\/a><a href=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/08\\\/20240806-CHIRP-Annual-Aviation-Report-FY2023-24.pdf\\\" class=\\\"wp-block-file__button wp-element-button\\\" download aria-describedby=\\\"wp-block-file--media-367c31f6-f35a-4130-b06c-32e84f553a9d\\\">Download<\\\/a><\\\/div>\\n<!-- \\\/wp:file -->\",\"post_title\":\"CHIRP Aviation Annual Report FY2023-24\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"chirp-aviation-annual-report-fy2023-24\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2025-05-07 16:42:25\",\"post_modified_gmt\":\"2025-05-07 15:42:25\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=hot-topic&#038;p=29391\",\"menu_order\":0,\"post_type\":\"hot-topic\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":28440,\"post_author\":\"4\",\"post_date\":\"2024-08-07 16:43:14\",\"post_date_gmt\":\"2024-08-07 15:43:14\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>It was back in 2002 and I was working for&nbsp;&nbsp;a major Telecoms provider as part of their first team selling classified advertising in their new \\u201cPurple Book\\u201d in the North England region. I was recruited as I\\u2019d had considerable success in contract labour recruitment \\u2013 a game that required a very high work ethic, lots of energy, good planning, self-motivation and good closing skills. From the start it was clear that I\\u2019d walked headfirst into a real \\u201cboiler room\\u201d atmosphere. The first 3 days were \\u2018training\\u2019, which was basically learning how to compose an advert, write basic copy, and then how to fill in the paperwork when an order was secured. All seemed professional and calm at first. Then we were herded into a call centre. Here we were told that the only way to succeed was to do an average of 70 canvass calls a day from which we were expected to generate up to 6 appointments a day and close 2 deals a day.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Fast-forward 6 months. By this time only 4 of the original start up team of 16 was still in place. The rest had quit or been fired. Firing was a public event; the team would meet in a Maccy Ds, and be shouted at by a large bully boy manager who will remain nameless but was clearly in the role to weed out the \\u2018weaker\\u2019 ones, and routinely told people in front of their peers that \\u201cthis really isn\\u2019t for you\\u201d, aka \\u2013 \\u201cYou\\u2019re fired\\u201d. \\u2018Weak\\u2019 was defined as not being able to make enough appointments, canvass all day, complete all paperwork and reports daily and to not hit ever increasing targets.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>My days usually started around 06.30 by calling plumbers and builders before they started work to try and set up an appointment, and finished at 22.00 if I was lucky, completing paperwork with a beer in hand as I drank more than I should in an effort to get to sleep. I would spend weekends canvassing, and a friend once recalled how I would sit in the car at my rugby club in my kit up to 2 minutes before kick-off still canvassing, and work become part of every single day. Holidays were a complete non-starter as we were expected to catch up on totals if we went away. My marriage suffered, and I forgot what my kids looked like \\u2013 I had at this point a 1 year old, a 5 year old and an 8 year old.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>One Sunday morning in June, my wife pointed out it was my daughter\\u2019s 6<sup>th<\\\/sup>&nbsp;birthday and I should do something with her. I of course was \\u201ctoo busy\\u201d but it was made&nbsp;<em>very&nbsp;<\\\/em>clear to me that I should do something if I wanted to remain married. I asked my daughter what she wanted to do and she said \\u201cgo flying with daddy\\u201d. So we went to the local airfield which happened to be a regional international airport, I booked a plane out, did the walkaround, strapped in, made radio calls and started to backtrack down the main runway as instructed. As I did so, I noticed an approaching aircraft so I turned into wind and called \\u201c<em>ready for departure<\\\/em>\\u201d, to which ATC replied \\u201c<em>ermm, are you sure<\\\/em>?\\u201d.&nbsp;<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>This was a very odd question and one I\\u2019d never been asked before. It threw me, so I quickly checked the aircraft, flaps set, lights on, fuel pump on \\u201c<em>affirm ready for departure<\\\/em>\\u201d and off we went. Within seconds, I realised that I\\u2019d only taxied half the length of the runway, but by this point I was past a speed where it was easy to stop, on a wet runway, and maybe just 100m from the end still only at 45kts in a PA28. So I slapped on the second stage of flaps to increase lift and managed to get airborne missing the boundary fence and the buildings on the other side of the fence literally by inches. A few minutes later I received a radio call to return to the field \\u2013 also unusual \\u2013 but it had been raining heavily in places so I assumed they were calling the chicks home to avoid problems. Wrong. As I walked into reception back at the club, I was greeted by a red faced, fuming, spitting, rabid CFI who proceeded to shout and scream at me about how I\\u2019d nearly wiped out half of the local town and nearly killed myself and my daughter. At this point my daughter was stood holding my hand and began to cry\\u2026..as did I. We got in the car, and just as I pulled onto the main road, my daughter asked, \\u201c<em>Daddy, did you nearly kill me<\\\/em>?\\u201d. The rest of the Sunday was a very subdued affair with cake and tears.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The following day, instead of going to my first appointment, I pulled the car over and simply put my head in my hands and sat still for about an hour. The guilt I felt was like nothing I had ever known. But as well as the guilt I felt utter shame. I pride myself on being a conscientious and skilled pilot and to think I made very basic errors horrified me. I rang a friend who was a vastly experienced flying instructor and talked him through the events of the previous day. As well as discussing the flight he asked me about my home life and work. He concluded: \\u201c<em>Mate, you\\u2019re stressed. Your quick thinking to get off the ground was excellent, but your perception of things leading up to that was all wrong. The plane on finals could have gone around if you were still backtracking, and ATC wouldn\\u2019t have granted taxi clearance if it wasn\\u2019t safe. You\\u2019re speaking at 500 mph and you\\u2019re exhausted. You\\u2019re a very good pilot but you can\\u2019t keep flying whilst you\\u2019re in this state because you will kill yourself. You need to do something<\\\/em>.\\u201d<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Two days later I resigned from my job. The Boss took my car keys immediately and drove me home, taking the laptop and phone with him. I didn\\u2019t thank him for anything, nor did he offer any feedback or thanks. I walked into the house and told my wife what I\\u2019d done, and she simply said \\u201c<em>Good<\\\/em>\\u201d.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>A week later, I started filling shelves and manning the checkout at Marks and Spencer. At first I was humiliated and embarrassed every time one of my peers\\\/schoolmates\\\/rugby team\\\/local pilots\\\/ex-colleagues spotted me topping up the tomatoes or scanning the bar codes. But gradually that wore off. I started to take great pride in my work. I started to cycle to work and got fitter and healthier. At Christmas I provided a full Christmas dinner for 5 for less than \\u00a330 thanks to my staff discounts. I would laugh and joke with the brilliant managers M&amp;S employ, I had a brief foray into menswear which was hilarious, I chatted to customers and friends who popped in to see me, all telling me how well I looked. I started to love going to work again, and meanwhile spent many hours with my wonderful kids and gorgeous wife. In short, I got my life back.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The 7 months at M&amp;S were an epiphany. What did I learn?<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Stress is STEALTHY<\\\/strong>. It\\u2019s highly toxic and invades and pervades in equal measures. I\\u2019ve always been a very strong person mentally, very carefree and never had any mental health problems so I didn\\u2019t see it coming, but the signs were there. I\\u2019d allowed myself to believe that to be successful required constant work, no down time \\u2013 that\\u2019s for pussies right \\u2013 to keep trying to be better than others, to smash targets and to be willing to sacrifice your home life for that success, after all, I was doing this for my family \\u2013 right? Stress causes you to lose track of reality, of values, of humility, of decency, of common sense and above all, of self-awareness.\\u00a0<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Stress is a KILLER<\\\/strong>. Whether directly or indirectly, it can bring down the strongest of people.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>On the day I left M&amp;S to go back into the commercial sector, I vowed to myself I would never be stressed again, and to this day I have stuck to that vow. I can now see any signs of unnecessary stress approaching and know exactly how to send it back to its pit. I\\u2019ve stopped trying to be rich, and I focus on doing the best job I can during the day, and being the best husband, friend and dad I can be the rest of the time. I became a part time instructor on TMGs for 7 years, gained an IR(R), learned to skydive and spent 4 wonderful years as a jump pilot at a Skydive Centre, I now have a share in an aircraft and have never had a single prang, infringement or telling-off since. My kids somehow have all grown up to be highly successful, funny and humane people.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>My advice to everyone is this; There isn\\u2019t a single job out there that is worth giving up your happiness, mental health, family, friends and life for. \\u2018Lifestyle\\u2019 is a false achievement. Material things are worthless if you haven\\u2019t got the time or energy to enjoy them or share them. Success shouldn\\u2019t be measured in salary, but in balance, peace, knowledge and expertise. If your friends are only impressed by your Facebook Maldives pictures rather than the way you love your kids, they\\u2019re the wrong friends. We only get one life. This is not a rehearsal, don\\u2019t f*** it up by trying to be something you\\u2019re probably not capable of.&nbsp;The biggest strength you can show, is knowing when to walk away.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"Stress, distraction and flying don\\u2019t mix\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"ga-ilahfft-stress-distraction-and-flying-dont-mix\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2024-10-15 14:35:01\",\"post_modified_gmt\":\"2024-10-15 13:35:01\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=28440\",\"menu_order\":0,\"post_type\":\"ilahfft\",\"post_mime_type\":\"\",\"comment_count\":\"0\",\"filter\":\"raw\"},{\"ID\":28435,\"post_author\":\"4\",\"post_date\":\"2024-08-07 16:38:39\",\"post_date_gmt\":\"2024-08-07 15:38:39\",\"post_content\":\"<!-- wp:paragraph -->\\n<p>It may be useful if I share my recent experience with the Jeppesen database upload into my AVIDYNE IFD 440. You can imagine a \\u201cSwiss Cheese\\u201d IFR approach scenario in which this could become a safety issue.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>In July 2023, I took out an annual subscription with Jeppesen for their European database. The methodology was simple. Contact Jeppesen and install Jeppesen Distribution Manager on your PC. Take out a subscription, linked to your email. They give you a subscription number. However, this will be linked to your aircraft \\u201ctail number\\u201d: in my case, G-XXXX.For 10 months, this worked very well and then \\u2013 inexplicably \\u2013 the uploads failed. I kept getting the message \\u2018<em>Data load not authorised for this aircraft<\\\/em>\\u2019 after a momentary flash which said something about a tail number.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:image {\\\"id\\\":28389,\\\"width\\\":\\\"1164px\\\",\\\"height\\\":\\\"auto\\\",\\\"sizeSlug\\\":\\\"large\\\",\\\"linkDestination\\\":\\\"none\\\"} -->\\n<figure class=\\\"wp-block-image size-large is-resized\\\"><img src=\\\"https:\\\/\\\/chirp.co.uk\\\/app\\\/uploads\\\/2024\\\/08\\\/AVIDYNE-IFD-440-Database-upload-failure-1024x402.png\\\" alt=\\\"\\\" class=\\\"wp-image-28389\\\" style=\\\"width:1164px;height:auto\\\"\\\/><\\\/figure>\\n<!-- \\\/wp:image -->\\n\\n<!-- wp:paragraph -->\\n<p><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>Thinking this was a problem with the database upload, I contacted Jeppesen. We tried several manoeuvres. First, we \\u201ccleared the cache\\u201d. This facility was available as follows. Go to the top left corner, and click on the JDM drop down menu. Go to tech support. Go to \\u201cclear cache\\u201d.&nbsp;<strong>It did not work.<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The next troubleshooting manoeuvre was to reformat the memory stick to FAT32, and get a fresh data download.&nbsp;<strong>It did not work.<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>I contacted AVIDYNE. It turned out that the problem lay with the TAIL NUMBER. Jeppesen do not recognise hyphens, and for some inexplicable reason the Jeppesen memory stick data file had (new??) software which refused to recognise the AVIDYNE unit\\u2019s \\u201ctail number\\u201d anymore. The AVIDYNE 440 had my aircraft down as G-XXXX. To Jeppesen it was GXXXX: and ne\\u2019er the twain could meet\\u2026&nbsp;<strong>YOU CANNOT CHANGE THE TAIL NUMBER ON THE AVIDYNE YOURSELF: ONLY AVIDYNE TECH SUPPORT CAN DO THIS FOR YOU.<\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>The AVIDYNE&nbsp;&nbsp;tech support team needed the serial number of my AVIDYNE 440 unit before they could do anything, so you must have this handy. On units with newer software, 10.3.2.0 onwards, you may be able to get this serial number out of the SYS menu on the 440\\\/540. Otherwise, it means finding the Avionics installation entry in the aircraft\\u2019s log books or, at worst, pulling out the AVIDYNE UNIT and looking at its side. (I could not find it in the Maintenance dropdown menus on the 440.)<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p>AVIDYNE sent me a \\u2018.dsf\\u2019 download, which changed the tail number from G-XXXX to GXXXX in about 10 seconds. Immediately, the unit uploaded the new Jeppesen data. So, to save you time, angst, money and to keep you safe,&nbsp;<strong>if you get a new AVIDYNE, make sure the \\u201ctail number\\u201d your installer puts in DOES NOT CONTAIN A HYPHEN<\\\/strong>. This is clearly a potential problem in Europe, and indeed in most of the world other than the USA. If it does contain a hyphen, get rid of it.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"align\\\":\\\"center\\\"} -->\\n<p class=\\\"has-text-align-center\\\"><strong><em>Checklist<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Note the following telephone numbers<\\\/strong>. Jeppesen Europe: 0049 6102 508270; Jeppesen UK: 0044 1293 842404 (links to Germany or the USA).<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Have Jeppesen distribution manager installed on your PC<\\\/strong>. Note the email address and password you used. Pay for a subscription and make a note of the subscription number.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Use an 8-16GB memory stick EXCLUSIVELY, unless you are a computer wizard<\\\/strong>. Clear everything from it, and format it to FAT 32. AVIDYNE&nbsp;&nbsp;suggest you do this every time&nbsp;<strong>before<\\\/strong>&nbsp;you download your monthly or bi-weekly data.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Get your AVIDYNE UNIT(S) serial number(s)<\\\/strong>. These are ESSENTIAL for any AVIDYNE fix. Make sure they are available in the aircraft, and on your PC.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Go to the AVIDYNE 4XX\\\/5XX and INSERT the stick&nbsp;BEFORE TURNING IT ON<\\\/strong>. Update the database and remember to press \\u201cDONE\\u201d&nbsp;&nbsp;- or it will revert to the previous version.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Check the database has updated on the initial start menu<\\\/strong>.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph {\\\"align\\\":\\\"center\\\"} -->\\n<p class=\\\"has-text-align-center\\\"><strong><em>Troubleshooting<\\\/em><\\\/strong><\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>Jeppesen fixes<\\\/strong>: Use a freshly FAT 32 formatted 8-16GB memory stick EXCLUSIVELY; If the data upload fails, \\u201cclear the cache\\u201d. If unsure, call Jeppesen and wait for tech support: they are very friendly, eager to help and will give you a fresh download instantly. Early morning or late night calls work from the UK \\u2013 they put you through to the USA. It is a superb service.<\\\/p>\\n<!-- \\\/wp:paragraph -->\\n\\n<!-- wp:paragraph -->\\n<p><strong>AVIDYNE fixes<\\\/strong>: Call 001-888-723 7592. Very friendly.&nbsp;&nbsp;They will call back. Explain the problem. They will send you an email and a useful 8-page PDF service bulletin - download the attached \\u2018.dsf\\u2019 file onto your memory stick, and upload the new aircraft identity to your AVIDYNE BEFORE you try to upload the new Jeppesen data. It is also a superb service.<\\\/p>\\n<!-- \\\/wp:paragraph -->\",\"post_title\":\"There are no hyphens in \\u201cJeppesen\\u201d\",\"post_excerpt\":\"\",\"post_status\":\"publish\",\"comment_status\":\"closed\",\"ping_status\":\"closed\",\"post_password\":\"\",\"post_name\":\"ga-ilahfft-there-are-no-hyphens-in-jeppesen\",\"to_ping\":\"\",\"pinged\":\"\",\"post_modified\":\"2024-10-15 14:35:27\",\"post_modified_gmt\":\"2024-10-15 13:35:27\",\"post_content_filtered\":\"\",\"post_parent\":0,\"guid\":\"https:\\\/\\\/chirp.co.uk\\\/?post_type=ilahfft&#038;p=28435\",\"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\":34502,\"post_author\":\"189\",\"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\"},\"comment_count\":0,\"current_comment\":-1,\"found_posts\":31,\"max_num_pages\":3,\"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 id=\"scrollNext\" class=\"grid-container\" style='height: 390px;'>\n    <div class=\"grid-x logo-slider-holder\" style='height: 4.5rem;'>\n        <div class=\"slider js-slider-publications  mg-t-2 mg-b-2\" style='padding: 0 5rem;'>\n\n                            \n                \n                    \n                    <div class=\"publication\">\n                        <a href=\"https:\/\/chirp-staging.srgry.co.uk\/ar\/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-staging.srgry.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-staging.srgry.co.uk\/ar\/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-staging.srgry.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 href=\"https:\/\/chirp-staging.srgry.co.uk\/ar\/ilahfft\/what-could-i-learn-about-human-factors-from-this\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>What Could I Learn About Human Factors From This?<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>15.04.2025<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.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-staging.srgry.co.uk\/ar\/ilahfft\/a-sting-in-the-tail\/\">\n                            <div class='publication__content'>\n                                <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-staging.srgry.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-staging.srgry.co.uk\/ar\/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-staging.srgry.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-staging.srgry.co.uk\/ar\/ilahfft\/controller-pilot-data-link-communications-cpdlc-growing-pains\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Controller Pilot Data Link Communications (CPDLC) growing pains<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>22.01.2025<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.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-staging.srgry.co.uk\/ar\/ilahfft\/to-cap-it-all\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>To cap it all&#8230;<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>25.11.2024<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.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-staging.srgry.co.uk\/ar\/ilahfft\/getting-your-game-face-on-time-to-focus-on-the-task-in-hand\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Getting your game face on \u2013 time to focus on the task in hand<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>15.10.2024<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.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-staging.srgry.co.uk\/ar\/hot-topic\/chirp-aviation-advisory-board-chairs-explain-what-we-do\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>CHIRP Aviation Advisory Board Chairs explain what we do<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>07.10.2024<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.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 href=\"https:\/\/chirp-staging.srgry.co.uk\/ar\/hot-topic\/chirp-aviation-annual-report-fy2023-24\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>CHIRP Aviation Annual Report FY2023-24<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>29.08.2024<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.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 href=\"https:\/\/chirp-staging.srgry.co.uk\/ar\/ilahfft\/ga-ilahfft-stress-distraction-and-flying-dont-mix\/\">\n                            <div class='publication__content'>\n                                <h4 class='clamped-paragraph'><strong>Stress, distraction and flying don\u2019t mix<\/strong><\/h4>\n                                <p><\/p>\n                            <\/div>\n\n                            <div class='publication__footer'>\n                                <p>07.08.2024<\/p>\n                                <img width='40' src='https:\/\/chirp-staging.srgry.co.uk\/app\/themes\/twentytwentyfour\/assets\/icons\/ilahfft-icon.svg' \/>\n                            <\/div>\n                        <\/a>\n                    <\/div>\n\n                \n                    \n    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all<\/a><\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":4,"comment_status":"closed","ping_status":"closed","template":"wp-custom-template-aviation-home","meta":{"_acf_changed":false,"CBBTypography":[],"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"sector":[11],"class_list":["post-135","page","type-page","status-publish","hentry","sector-aviation"],"acf":[],"mb":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v25.0 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Aviation - CHIRP<\/title>\n<meta name=\"description\" content=\"Improving safety in the air in the UK through our confidential and independent reporting programme\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" 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