Important Advice from the FAA

Notice Number NOTC4406, aimed at "General and Business Aviation" is concerned with becoming familiar with the destination airport before takeoff. The publication provides specific sources to reference during preflight planning. Check it out here before embarking on that summer trip!

Recommended Course

Summer travel often involves flying to family get togethers, school reunions, weddings, and other "must-attend" events. This can produce strong external factors weighing in on decisions. To help counter that, our recommended course this month is "Just This Once" provided free of charge by Avemco Insurance and completion will be valid for 1 Wings Credit for Master Level Knowledge Topic 2. Click here to visit the course.

Another Addition to "Essential Vectors" Series

Summer travel may involve a turf runway. This video, in less than five minutes, describes some things to consider when operating in or out of a turf runway and provides some strategies to mitigate the associated risks. The video is sponsored by Avemco Insurance and narrated by Gene Benson. Click here to view it on YouTube.

Another New Edition of "Old Pilot Tips" is Available

Episode #31 in our series reviews the risks involved in flying into or out of turn runways. It also provides some strategies to mitigate some of the risk. This #shorts video is just 59 seconds long. The video is sponsored by @Avemco and is narrated by Gene Benson. Click here to check out "Turf Runways."

Visual Scanning

Visual scanning is the ability to efficiently, quickly, and actively look for information relevant in our immediate environment. Visual scanning is an important skill for daily life. Without good visual scanning ability it would not be practical to drive a car, participate in most sports, and many other common activities. Visual scanning is a function of visual perception that is aimed at detecting and recognizing visual stimuli.

Pilots recognize the critical importance of visual scanning. Scanning for traffic, scanning flight and engine instruments, and much more is highly dependent on visual scanning.

Many interrelated processes are involved in visual scanning. Focused attention is necessary to focus on a particular stimulus. Cognitive shifting skill enables taking focus away from the desired stimulus, shifting to extraneous stimuli, then shifting back to the desired stimulus. Obviously, without good visual perception, it would be impossible to identify the target stimulus and differentiate it from irrelevant stimuli using recognition. Field of view is an important aspect of visual scanning.

A number of disorders can negatively affect visual scanning ability. Brain injury or stroke is of course included here, as is a psychoneurological disorder such as hemispatial neglect.

Improve Visual Scanning
Visual spanning ability can often be improved through neuroplasticity by practicing exercises that require visual scanning. These would include simply playing catch with a tennis ball or for the more agile, playing tennis, pickleball or any other activity that requires scanning. There are also several online activities specifically designed to improve visual scanning.

Click here to download the free "Aging Pilot Report."

On the Turf

Turf runways have a special allure to them. They provide us with a more casual atmosphere and sometimes even treat us to the smell of freshly cut grass. They spark our retro interests and remind us that just eight decades ago nearly all runways were turf. Airliners such as the venerable DC-3 were designed to operate from turf runways. They bring back special memories for me since I learned to fly and made my first solo on a turf runway. That day the turf runway sported about an inch of fresh snow cover. That was just SOP for December operations in Central New York State.

But operating from a turf runway does present increased risk. As responsible pilots we take safety seriously and make our best effort to manage risk. Flying a small general aviation airplane in and out of a turf runway presents unique challenges. We must be acutely aware of the hazards and specific procedures needed to ensure safe takeoffs and landings. Before landing on a turf runway, we must consider that we will need to execute a takeoff from that runway and plan accordingly.

One final caution before departing for that adventure that involves operating from a turf runway is to check your aircraft or individual aviation insurance policy. Some policies may prohibit operations from non-paved runways. Learning that you did not have insurance coverage would be an unwelcome surprise if there was a mishap.

Some Hazards

Surface Conditions
Unlike paved runways, turf surfaces vary greatly in texture and stability depending on weather, maintenance, and natural terrain. After rainfall, turf can become soft and muddy, reducing traction and increasing the risk of getting stuck. In dry conditions, an uneven surface with divots or ruts may cause unpredictable handling during rollout.
Reduced Braking Efficiency
Landing on grass will always result in a reduction in braking compared to landing on asphalt or concrete. Landing on wet grass will result in a very significant reduction in braking ability compared to landing on asphalt or concrete. Landing on wet grass can result in as much as a 60% increase in landing distance compared to landing on asphalt or concrete. We must avoiding excessive braking that may lead to skidding. We should use aerodynamic braking to the extent possible, but this can be problematic if a crosswind exists. My first solo landing on snow covered grass would have had a braking report stating “nil.” My CFI simply told me to stay off the brakes and I did.

Obstacles and Hazards
Turf airstrips sometimes have tall grass or soft spots that are difficult to detect from the air. Rainfall can turn a seemingly firm field into a muddy bog, posing significant risks of getting stuck. Conversely, dry conditions might lead to a dusty or uneven surface, reducing braking effectiveness and visibility. We must thoroughly assess the runway condition before each operation, considering factors like recent weather, soil type, and drainage. Pre-flight briefings and local knowledge are essential to understanding the current state of the turf runway. We should use all available resources. Check NOTAMS but beware that many small airports are lax in providing updated information for NOTAM publication. Often, calling the airport manager listed in the FAA publications may provide updated information, but these part-time, and sometimes volunteer, airport managers can be difficult to reach by phone. If we are already at the airport, we might consider walking the runway to look for holes or debris before takeoff. If we are arriving, even if we have done our best to research the runway condition, it is advisable to conduct a fly-over to obtain a visual assessment. We must also be aware that wildlife is potentially more likely to favor turf runways so vigilance for animals on or near the runway is important.

Wheel Pants and Gear Concerns
Certain airplanes, particularly those with smaller tires or wheel pants, may struggle with rough terrain. Not all turf runways are rough or soft, but we must assume that the turf runway will be rougher and softer than asphalt or concrete. Soft ground can cause gear stress, leading to potential damage if landing forces are mismanaged. Airplane with retractable gear is somewhat more susceptible to landing gear damage.

A few Special Procedures to Consider:

Pre-Flight Assessment
As already said, before committing to a turf runway, we should check recent field reports, assess the weather conditions, and inspect the runway surface. If unfamiliar with the airstrip, contacting local pilots or airport personnel can offer valuable insights.

Modified Approach and Landing
Due to longer landing distances and potential soft patches, approach speeds should be carefully managed. Using a stabilized approach with higher power settings can help control descent rates and prevent sudden sink rates upon touchdown. Pilots should also plan a soft field landing technique, aiming for a smooth touchdown and minimum braking. But beware that when it comes to runways, soft and short do not play well together.

Takeoff Considerations
Grass surfaces often reduce acceleration, requiring longer takeoff distances. Pilots should use soft-field takeoff techniques, keeping back pressure on the yoke to lighten the nose wheel and prevent excessive drag. Early liftoff and maintaining ground effect for additional acceleration can also improve departure performance. Again, remember that a short runway combined with a rough or soft runway can pose some problems.

Taxiing with Caution
Slow taxi speeds prevent unnecessary stress on the landing gear and reduce the risk of encountering hidden obstacles. Using minimal braking and avoiding abrupt turns can help maintain control and help prevent digging a tire in while navigating softer ground.

Post-Flight Inspection
Like every flight, after operating on turf, we should inspect landing gear, tires, and control surfaces for signs of dirt, debris, or damage. Cleaning wheel pants and verifying tire integrity are important steps to prevent future complications.

Conclusion

Operating on turf runways can provide a unique and rewarding experience, but requires preparation, awareness, and adaptation. By understanding the hazards and applying proper techniques, we can navigate grassy airstrips safely and efficiently. Have fun and don’t forget the sunscreen!

Accidents discussed in this section are presented in the hope that pilots can learn from the misfortune of others and perhaps avoid an accident. It is easy to read an accident report and dismiss the cause as carelessness or as a dumb mistake. But let's remember that the accident pilot did not get up in the morning and say, "Gee, I think I'll go have an accident today." Nearly all pilots believe that they are safe. Honest introspection frequently reveals that on some occasion, we might have traveled down that same accident path.

This crash happened in western New York State in early April 2024. The 82-year-old pilot and sole occupant was briefly hospitalized with minor injuries. The aircraft involved was a Zenith CH601XLB. The NTSB report includes the following: "The airplane was departing from a wet, turf runway. The pilot reported that during the departure roll the airplane began to veer to the right and was not travelling fast enough when he attempted to takeoff. The airplane’s nose gear settled back onto the runway, it then sank into the soft turf, and the airplane nosed over. The airplane came to rest inverted and sustained substantial damage to the vertical stabilizer and rudder. The pilot further reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation."

Additional detail is provided in a summary document obtained from the accident docket. The summary includes the following: "On April 10, 2024 at about 1430 local time this aircraft attempted a takeoff from runway 10 at D51. About one third down the runway there were tire marks in the grass right of the center line leading towards the aircraft. These tracks continued drifting to the right and at one point the nose wheel track disappeared for about 30 feet. The nose wheel track came back again and after that the nose wheel sunk into mud along with the right main wheel track. The nose wheel went deep enough into the mud causing the propeller to strike the ground causing scars that went about 8 feet until the aircraft spinner struck the ground and the aircraft then flipped onto it’s back. The pilot was trapped in the cockpit due to the canopy being broken and the aircraft coming to rest in an inverted position."

Clarence Aerodrome D51 Photo source: Google Earth

The summary document also includes an excerpt from an interview with the pilot which occurred two days after the crash. "I asked (the pilot) if he could recount the series of events that led up to the accident. He told me that he had talked with another member of the airport group, (name redacted by GB), and they decided that the runway was in a satisfactory condition for him to takeoff and reposition the aircraft to the Akron Airport (9G3). It was reported that the runway had been rolled recently and was firm enough for use. The pilot did not walk the runway to verify its condition."

The NTSB probable cause states: "The pilot’s failure to maintain directional control and his decision to continue the takeoff from the soft turf runway."

NTSB Photo

The photo above shows the airplane well right of the runway centerline. One important operational tip for operating from turf is to stay in the middle of the runway unless there is a compelling reason to do otherwise. The sides may be soft and are more likely to have undiscovered holes than the center.

Click here to download the accident report from the NTSB website.

Accidents discussed in this section are presented in the hope that pilots can learn from the misfortune of others and perhaps avoid an accident. It is easy to read an accident report and dismiss the cause as carelessness or as a dumb mistake. But let's remember that the accident pilot did not get up in the morning and say, "Gee, I think I'll go have an accident today." Nearly all pilots believe that they are safe. Honest introspection frequently reveals that on some occasion, we might have traveled down that same accident path.

This crash happened in Tennessee in June 2023 and involved flight instruction in a Cessna 172 and was an instructional flight. The three occupants, the CFI, the student pilot, and a rear seat passenger all received minor injuries. The flight instructor, age 74, held ATP and CFI ratings and stated his total flight time as 30,000 hours and 15,000 hours in this make and model.

NTSB Photo

The NTSB report includes the following: "The flight instructor stated that he was teaching the student pilot a soft-field takeoff technique on a 2,300-ft-long turf runway, with a passenger in the back seat. The flight instructor further stated that student pilot lifted off the airplane at 52 knots, but it settled back to the runway as the wind shifted from a headwind to a tailwind. The airplane then traveled about 100 ft beyond the departure end of the runway and struck bushes, coming to rest upright. The flight instructor added that there were no preimpact mechanical malfunctions with the airplane. Examination of the wreckage by a Federal Aviation Administration inspector revealed substantial damage to the left wing and fuselage. The inspector noted that the flaps were in the fully retracted position and asked the flight instructor why he did not perform the accident takeoff with 10° flap extension, per the owner’s manual. The flight instructor replied that was always how he performed soft-field takeoffs. The recorded wind speed about the time of the accident was 3 knots."

NTSB Photo

The NTSB probable cause states: "The flight instructor’s failure to properly configure the wing flaps for a soft-field takeoff on a short runway, which resulted in a runway overrun and collision with trees."

Seymour Air Park TN20 (Google Earth)

The NTSB Pilot-Operator Report filed by the pilot indicated that the airplane weight was 2,150 pounds, withing the maximum allowable of 2,300 pounds. He stated that the wind was calm, the temperature was 85 degrees F. and that the airport elevation is 1,000 feet. that puts the density altitude at about 2,900 feet. The Cessna 172M with the original series engine is a great airplane but is no rocket ship under these conditions. The 2,300 ft. runway surface is described as "Grass/turf" in the accident report. There is no mention of the length of the grass which would be a crucial factor in the takeoff run. The report does state that the surface was dry.

Would the outcome have been different had the CFI used the recommended 10 degrees of flaps. Maybe and maybe not. Had the CFI called for an aborted takeoff when the airplane settled back to the ground would the runway overrun been avoided? We do not know.

It is best to always follow the manufacturer's recommendations for the flap settings.

Click here to download the accident report from the NTSB website.

Accidents discussed in this section are presented in the hope that pilots can learn from the misfortune of others and perhaps avoid an accident. It is easy to read an accident report and dismiss the cause as carelessness or as a dumb mistake. But let's remember that the accident pilot did not get up in the morning and say, "Gee, I think I'll go have an accident today." Nearly all pilots believe that they are safe. Honest introspection frequently reveals that on some occasion, we might have traveled down that same accident path.

This crash involved a Vans RV7 and occurred in Florida in March 2022. The 67-year-old, 462-hour private pilot and his passenger escaped with minor injuries.

The NTSB report includes the following: "The pilot reported that his approach to landing was normal. He said that during the landing roll he felt nose gear “dig in” just before the nose gear collapsed, and the airplane nosed over inverted onto the runway, which resulted in substantial damage to the airframe. After exiting the airplane, the pilot observed that the grass/turf landing surface was loose and uneven. Inspection of the grass runway surface revealed the dirt was soft, and a ground scar was created by the nose wheel. A post-accident examination of the airplane revealed a fractured wheel pant and scarring on the lower right-wing skin. The pilot reported no mechanical anomalies prior to landing."

NTSB Photo

The NTSB probable cause states: "A loss of control during landing due to the loose and uneven landing surface."

In his Pilot-Operator Report to the NTSB, the pilot provided his analysis and potential contributing cause for the event. He stated, "After our own investigation we discovered that the space between tire and wheelpant should have been larger to avoid the tire to catch the wheelpant at soft runways. The old style nose gear at the RV7A is not designed for these extreme forces at soft runways. Possible prevention could have been to upgrade the engine mount and nose wheel strut to the newest design from the manufacturer. Also mounting a reinforcement known as Anti Splat might be a solution to avoid this type of accidents."

NTSB Photo

The lesson here is that we must know and understand any special, though unofficial limitations on the airplanes we fly. In this case, the small tires and snug fitting wheel pants should have been considered when operating from a soft field. For any soft or rough field operations, removing wheel pants from any airplane (if possible and practical) is not a bad idea. The same advice applies to operating on snow covered runways or taxiways during winter months in the northern latitudes.

Click here to download the accident report from the NTSB website.

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