Good question Kurt and one we would have all thought about at some time.
Would depend on a number of variables. Given the width of the Dimona canopy the
probability of wiping out the tailplane on jettising would have to be high let
alone balance issues Andrew mentioned.
Windspeed in the cockpit wouldn't help either. I remember the blast in the
cockpit when flying the Blanik without the canopy all those years ago (sorry
Andrew!).
So I think I'd only do so if I was suffocating and/or burning, not while still
able.
Nigel, Andrew or anyone else aware of any other in flight jettison events?
I was going to suggest throwing the canopy as soon as you can free your hands
to do so on the landing roll but on second thoughts you would then be more
greatly exposed to the effects of the fire while still moving.
Would a severe ground loop on touch down assist directing heat and smoke away
from the cockpit and drastically shorten the landing roll?
Laurie
Sent from Yahoo7 Mail on Android
On Wed, 13 Feb 2019 at 10:20 am, Andrew Simpson via
dog<dog@lists.riverland.net.au> wrote: #yiv1411164022 #yiv1411164022 --
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Hi Kurt,
I performed the investigation on the latest fire in Australia, it’s a double
edged sword the jettisoning of the canopy can have the effect of fanning the
existing fire and making the situation worse. In the Ximango event the partial
deployment of the canopy allowed the flames to lick up the fuselage side and
affect the cockpit (Side slipping played an important part in the pilot walking
away in this event).
The canopy jettison has the potential to affect the cg and potential damage to
structure if not a clean departure from the aircraft.
I know of a few TMG pilots that have been involved in the 3 fire events in
Australia that are seriously considering using parachutes and jumping in the
case of a fire event.
On a side note the GFA is working on an AD to apply Firefree 88 to the cowls
and engine bay on motor gliders with repeat inspections at each form 2.
Background is to provide more time for the pilot to get the aircraft on the
ground.
Regards
Andrew
From: dog@lists.riverland.net.au [mailto:dog@lists.riverland.net.au]On Behalf
Of Kurt Redinbaugh
Sent: Wednesday, 13 February 2019 9:36 AM
To: dog@lists.riverland.net.au; Laurie Hoffman <lozhoff...@yahoo.com>
Subject: Re: [DOG mailing list] In Flight Emergency Actions Part 2 Fire!
Any thought of the benefit or not of blowing the canopy while in flight to mqke
egress easier once on the ground?
Kurt Redinbaugh
H-36 S/N 3660
On Tue, Feb 12, 2019 at 1:55 PM Laurie Hoffman via dog
<dog@lists.riverland.net.au> wrote:
In flight fire presents one of the worst scenarios for any pilot, especially
for one flying a resin soaked, plastic, fuel and oil carrying airframe.
The H36 AFM distinguishes between in flight engine and electrical fires.
__________________________________________________________________________________________________________________________________
Hoffmann
3
H 36 DIMONA
Emergency Procedures
3.10 Engine fire during flight:
Throttle - full power
Fuel Valve - OFF
Cabin Heat - Push ,
Cabin air - Pull
Ignition - OFF when engine Stops
Slipping the aircraft can keep smoke and flames from the cockpit
Execute normal landing from a glide
3. 11 Electrical Fire during flight:
Main Switch - OFF
Circuit breakers - PULL OFF
The engine will continue to run. Land as soon as practical or at the next
airfield
__________________________________________________________________________________________________________________________________
With the loss of a well known and highly experienced glider pilot in his MG due
in flight fire last year, this topic is fresh in the minds of most Aussie
glider pilots.
Nigel made the point that often a pilot may be unable to distinguish between
these types of fires during flight. Depending on the location and nature of the
smoke source within the cockpit that may well point to an electrical fire but
does it really matter which type of fire you have to contend with?
The reality is that if it continues to burn (and it will) one type is no less
hotter or catastrophic than the other although an electrical fire may take a
little longer but be more toxic!
As with the previous section on engine failure during early climb out, the AFM
contains some sound advice and Nigel and I would argue, some less sound advice.
in my opinion it badly understates the urgency to get the aircraft down onto
the ground asap.
Recommendations:
1. In the event of ANY fire, carry out ALL of the AFM actions listed for BOTH
Engine and Electrical fires.
2. WHILE doing the above, apply the greatest side slip that you can manage and
pull full spoilers as soon as your left hand is free from turning off and
pulling things. (The side slipping is for the reasons provided in the AFM and
also to redirect heat away from the canopy and cockpit)
3. Fly your Dimona through a wide spiraling descent so that you can survey the
best landing areas in your immediate vicinity on each turn and plan for a rapid
arrival at one.
4. Forget "Execute normal landing from a glide" just get the bloody thing down
so that you can egress and move well away upwind, while it burns.
My Comments and as usual, appreciate your thoughts and feedback:
1 & 2. I plan to sit in the cockpit before startup on occasions, close my eyes
and visualise a fire. No time for finding and reading a checklist with the H36.
I'll just rehearse shutting everything off while entering a rapid descent using
side slipping and full spoilers.
2. Its well worth staying current in side slipping. Caution required near the
ground close to roundout but practiced at height and then applied by joining a
high/steeper final occasionally provides ample opportunity.
3. Landing engine off and actually using your touring motor glider as a glider
now and again builds real confidence in putting your aircraft down at other
than a licenced airport. Aussie pilots flying sailplanes are required to
undergo an annual 'outlanding' check and this is an equally good idea for MG
pilots.
I have a very good Power Point on Outlanding developed by the GFA Coaching
dept if anyone is interested.
4. Be mindful of the toxicity of burning/smoldering plastics during descent
and try to lean towards any fresh air inlet for breathing in.
Any other suggestions?
Best Regards
Laurie
Sydney Australia
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