Air Transport Operations



Air Transport Operations

Introduction

On 25 October 2010 in the morning a group of pilots in gliders prepared to take off. The work was carried out on the top belt in the region which was the beginning of the path to the start of the gravitational and the start of the rubber ropes. Because the flights did not take place, all the people moved in the upper landing strip in the area of ??the building centre. At about 12.20 another aircraft was spotted, aircraft Yak-12M (SP-KRD) from the south-west. No one present at the landing did not expect to land the machine, because the owner of the aircraft has been informed by telephone about the ban on the landing, which adopted and approved. At the same time listening was conducted at a frequency of landing, the pilot has not reported the intention of landing. In addition, in no way informed the manager about it. The centre worker noticed incoming releases on a machine with flaps in landing position, and warned bystanders to leave the top part, because the plane going to land. At 12.15, Yak-12M made a landing from the north-east on the upper belt of the summit, after which the machine is stopped on the east side of the building centre, where the pilot stopped the plane and shut off the engine. Then the man left the cabin without informing anyone about the arrival and subsequent intentions. After about an hour the weather had deteriorated considerably, the ceiling fell to the peak height, and visibility dropped below 100 meters. Under these conditions, the pilot did not inform anyone made a start and flew away to the south (Wood, 2006). 48-year-old man had a valid CPL (A), and his total flight time was about 3700 hours, including flight time on airplanes approximately 667 hours. In the analysis of the National Aircraft Accident Investigation Commission determined that the cause of a serious incident of air was to make a landing on the upper landing strip without the consent of the Executive and no communication is established, creating a hazard for people residing there, and was against the orders of the Director of the Academic Centre for Gliding University of Technology 8/09 of 1 December 2009 and 3/10 dated 15 October 2010 on the landing at the top of the landing in Bezmiechowa. In addition, the pilot made ??a start with the landing in weather conditions below the minimum weather conditions specified in the Manual of the Other Sites adapted to take off and landing aircraft. PKBWL not issued any recommendations, but the final report contains the following comment:

The Commission wishes to remind the manager about the status of private airports, aerodromes and other places suitable for takeoffs and landings, have the right to authorize or prohibit the exercise of their flight operations, and the pilot has to get permission from management to perform flight operations (Parrado, 2006).

(a) Technical Fault in the Accident

The chances of survival for people travelling in ...