CC130344 Hercules
12 July 2001
Trenton, ON
The aircraft was flying in support of the CC130 Basic
Course 0102. The operating crew consisted of an Instructor
Pilot (IP) in the right seat, a Student Pilot (P1) in
the left seat and a Student Flight Engineer (FE) in
the FE seat. A second Student Pilot (P2) was sitting
on the lower bunk and an Instructor Flight Engineer
(IFE) was standing behind P1.
The first manoeuvre was a flap 100 (100% flap) touch-and-go
to runway 24, which was without incident. The second
circuit was planned as a flap 50 (50% flap) touch-and-go
to runway 24, with a simulated emergency on the Downwind
portion of the circuit.
Once on Final, the aircraft was slightly high. The
student reduced power and shortly after the aircraft
began to descend below the glide path. At a distance
of ½ NM to ¾ NM from the threshold, with
4 red lights on the PAPI (precision approach path indicator),
the student reduced power again and raised the nose
of the aircraft, crossing the threshold slightly below
glide path and slightly faster (5-10 Kts) than the briefed
threshold crossing speed.
The student was correcting for a right crosswind, with
right wing down and left rudder input when he reduced
power to flight idle prior to the flare. Approximately
1-2 seconds later the IP pulled back on the control
column. The student matched the IP's pull and kept the
same control input until the landing. On touchdown the
aircraft had a pitch attitude of 8° and an indicated
airspeed of 114 kts. The crew initiated the "go"
portion of the touch-and-go and became airborne shortly
after. The crew was then notified by the control tower
that it appeared that they had struck the aircraft's
tail on the runway.
The IP took control and carried out a right-seat landing,
after which the aircraft was taxied off the runway and
onto the taxiway for an external visual inspection by
the crew. The IP decided to taxi to the ramp and shut
down the aircraft after some scratches were detected
on the skid plate.
The initial damage was assessed as "D" category
however further examination of the aircraft's structure
resulted in the damage being upgraded to "C"
category.
Causes and Contributing Factors
Causes
The student pilot, using techniques appropriate only
for much lighter aircraft, reduced power prior to the
landing flare and allowed the aircraft's rate of descent
to increase beyond the aircraft's fuel distribution
limits.
Contributing Factors
The Instructor Pilot's proficiency on the CC130 and
CC130H-30 was low due to a lack of hands-on time caused
by a dearth of non-instructional flying available to
426 Sqn pilots.
The landing techniques appropriate for a heavier aircraft
did not get enough pre-mission attention to prevent
the student from failing to use them.
The IP's channelized attention (thinking about the
glide slope debriefing point) may have prevented him
from recognizing that airspeed was no longer high.
Safety Measures Taken
1. 426 Sqn has instituted several restrictions with
respect to utilizing the CC130H-30 on the CC130 Pilot
Initial Course. CC130H-30 ground school lectures and
simulator scenarios address limitations, differences,
and preventative measures prior to the student's introduction
to the H-30 aircraft. Student pilots will not conduct
take-offs and landings on the H-30 aircraft until a
proficiency level of 3 has been attained on these sequences
in the regular CC130. Flap 50 landings in the H-30 are
not to be performed until a level 3 has been attained
in a Flap 00 configuration (H-30). Additionally, the
maximum crosswind for student landings has been reduced
to half of the maximum recommended.
2. The CC130 simulator's software has been modified
to reflect some of the CC130H-30's unique characteristics.
The Operational Airworthiness Authority has authorized
the use of this new software for take-off, landing,
and ground handling training. The software has been
permanently loaded and is being employed for both conversion
and continuation training.
3. A standardized training program has been developed
for initial CC130H-30 qualification. The training consists
of one ground school period, three H-30 simulator lesson
plans and flying lesson plans as per para 1.
4. Flying Instructor personal limits training has been
incorporated into Phase III of the Flying Instructor
Course syllabus at 426 Sqn.
5. Quarterly staff route trainers have been implemented
in order to provide 426 Sqn instructors more opportunities
to maintain their operational skills
.6. Heavy weight landing training for First Officers
has been added to the CC130 Basic Course as well as
to the level 1 First Officer On Job Training Program
(OJTP).
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