Safety

Telling the
tale

An engine failure leads

to a barely controlled
forced landing,
leaving a young pilot
lucky to escape with
serious injuries

58
 By David lentle

O n June 16 last year I was up

early to avoid the Comrade’s race traffic
en route to Virginia Airport. It was a lovely
crystal clear morning with not a cloud in
sight, ideal to test fly the Dragonfly canard.
Arriving at the airport we pulled
the Dragonfly out of the hangar. After a
thorough pre-flight I launched into the
smooth air. I headed to La-Merci and
did a few touch and goes on their grass
runway. Feeling comfortable with the
aircraft I returned back to Virginia and
was pleased at my greaser of a landing.
We topped up the fuel tanks and
packed crisps and cold drinks for my
flight to East London. I climbed into the
cockpit and waved to my helpers, not
knowing that it may be my last flight.
After another careful engine run-up, I
smoothly opened the throttle. In no time
the tail was up and I was on my way.
I routed to Cato Ridge and then south
towards Hiberdene, staying clear of
Durban airspace as I wasn’t transponder

The cockpit filled

with thick white

smoke and steam.

equipped. The route was scenic and
once clear of the TMA, I climbed into the
flight levels. Being a nice clear morning
I had a lovely view of the Drakensberg.
I couldn’t think of a better place to be.
On passing 5000ft I changed frequency
to Durban Approach to let them know
my whereabouts and intentions.
I was about to press the microphone
button when I was stunned by a loud
noise and vibration. I cursed sharply
when I saw the propeller windmilling but
remained calm, thanks to my many out-
landings in gliders. I had done this often
before and this one was going to be just
fine. But then the cockpit filled with thick
white smoke and steam. The heat was
soon intense and oil began to cover the
canopy - greatly reducing my forward

59
Safety
visibility. This was not like flying a glider
anymore. It was a bad recipe for any pilot
and I only had myself to deal with it.
I transmitted a Mayday to Durban
approach as I started a descending turn
to the left, searching for a possible place
to put it down. I had to turn left as it was
the only side of the cockpit I could see
out of. During my decent I was talking to
both ATC and an SAA flight inbound to
Durban from Port Elizabeth. The SAA crew
asked me what my radial and DME was
from East London. I could only reply that
I was in an experimental aircraft with just
a hand-held GPS and a map. I gave my
distance from East London and roughly
how far inland I reckoned I was. With my
limited view out the side of the cockpit I
could only give small details of what I saw
on the ground to describe my position.
I had about five minutes to think
about my impact as, not being able
to see forward, I expected it would
be ugly. My eyes started burning as
the smoke in the cockpit was intense.
Sweat was pouring off me and I couldn’t
endure the heat coming into the cabin.
I was desperate for ventilation, but the
thought of ejecting the canopy and
getting a faceful of hot oil stopped me. I
was battling to see my instruments and
work out how much time I had left.
Then something flashed past on my
left, making me realise my time in the sky
was nearly up. I pressed the PPT and said
“Guys, I think this is going to hurt”. I took
one last breath. I don’t know if I closed my
eyes. Not having any flaps to slow down,
I impacted the side of a hill at around 120
mph. I don’t know how my body survived.
The composite structure folded, slamming
my face into the instrument panel and
my legs crunched under the dash.
I was conscious throughout the whole
episode. I am known for living life on the
edge but this caught me by surprise. I
wouldn’t want anyone to endure the pain I
have had to deal with. A local doctor was
not far away and assisted putting up a drip
and getting me out the wreckage. I had
to explain to him how to extract my very
60
Left: SAP officers inspect
the Dragonfly’s cockpit.
Right top: Impact caused
massive cockpit damage.
Right centre: Dragonfly’s
Subaru powerplant.
Right bottom:
Footwell damage.
broken body out of the mangled aircraft.
The SAA flight diverted from their
course, found me, then circled overhead.
They radioed my position to the rescue
team, a police helicopter. Later a 911
helicopter arrived from Pietermaritzberg
where they were on Comrades duty. I We all face risks every time we
have always wanted a helicopter ride fly. So please just take a minute
but don’t remember much of this one. to think on the following:
• How safe is your flying?
The rescue team took me to St
• Think about your safety and
Augustine’s hospital where I spent a long
everyone who flies with you. An
time in the intensive care unit and a further engine failure gives no warning.
seven weeks in the ward. On leaving • How is your aircraft’s weight vs.
hospital I spent the next six months flat performance? - especially if you are
on my back with 24 hour parental care. flying light singles and twins.
My injuries were extensive. Starting • Remember the performance of a light
from the bottom; I had two shattered twin on one engine is very poor. Some
ankles. My left tibia and fibula protruded cannot maintain height on one engine
from the side of my leg and into the dirt. at sea level. Remember the famous
saying: The remaining engine is there to
I cracked my pelvis, broke my coccyx,
take you to the scene of the crash.
cracked a couple of ribs and had second
• How is your flight time and
degree burns over my whole back, duty - how tired are you?
(caused by a fraction of a second’s impact • How will your aircraft fly out
friction.) My right elbow was shattered (it of a hot and high field?
now works on a metal frame), I broke my • Not having flaps on the Dragonfly
left wrist and severed its tendons, which was a huge problem. Flaps allow one
stopped my fingers closing. My jaw was to control the approach - especially
displaced to the side and flattened and if over or undershooting and slow
my nose needed to be pulled out of my the aircraft for a safe landing.
• An aircraft which has flaps is a much safer
face. Furthermore, I had to have a blood
aircraft - when in a sticky situation you can
clot removed from my lower back, caused
at least reduce the touch down speed.
from splintered bone from my spine
piercing my nerves. This clot has cost Considering my situation I had selected a
me control of my bowel and bladder. good field but only had one chance at making
One year later, I am still in it in. Not being able to see out the front
a wheelchair, having yet more of the aircraft and having the extra knots
bone grafts to my legs. behind me, I had the inertia which carried
Everyone around has been wonderfully me past the field and into a bank. Perhaps
helpful and supportive. It really is nice In retrospect, I should have side-slipped
some of the speed off and been able to see
to know that there are people out there
more from out the side of the canopy.
who care. I would like thank the 911
rescue team, police chopper guys ,
the doctor and farmer at the scene,
the SAA pilots, ATC, the surgeons and
medical staff at St Augustine’s Hospital,
Durban, and all my friends and family.
Flying is fun and that’s why we do
it, so enjoy it. Please just keep safety in
mind. I’m longing to fly again and can’t
wait to speak to you all over the airways.
j