SAFA Skysailor Magazine

26 SKY SAILOR July | August 2021 Pilots need to let their wing fly so as not to stall or spin. The risk of spinning when coming into a top landing can be high and they need to pay attention to airflow when applying a large amount of brake pressure. Top landing requires a level of finesse with respect to skills and judgement. Low hours pilots should only attempt these under supervision, and supervisors should make absolutely certain that the pilot has the requisite skills and knowledge to attempt this manoeuvre. If advised to take an easier landing option, stick with the advice. AIRS #872 – Mind the fence… PIC was flying their paraglider at Portsea (VIC), attempting a short flight from launch to the beach in crossed conditions. Immediately upon launch, the pilot encountered significant sink. This put the pilot on a collision course with a fence along a path that runs below launch. PIC made the decision to impact the fence with feet, as opposed to raising feet and risking damage to lower back. Multiple fractures of a fibula occurred. Any pilot flying this site should take notice of the wind directions. Anything more west of south-west, and the launch area will be under the effect of rotors coming from the small headland to the west of launch. Be aware that when the wind is more than 30 degrees off perpendicular to the ridge, you can expect lift to be approximately halved compared to wind that is zero degrees off perpendicular. Additionally, local terrain (obstacles) can also effect available lift. Pilots are not recommended to launch from this site with such crosswinds. AIRS #1143 – A change in conditions PIC was flying their paraglider at Sunnyside near Mt Eliza (VIC). They had launched into a west wind and enjoyed a 15 minute flight in good lift. On returning over the car park, the wind strength had decreased so the pilot turned for final approach. As they executed the turn, they took an asym- metric collapse on the right-hand side. PIC fell five metres to the rocks and fracturing an ankle. A review of the weather data at the Mornington Yacht Club showed a short interval at the time of the accident where the wind went SSE, before an approaching SW change. All pilots are reminded to be aware of variable weather conditions when flying coastal sites. Have a Plan B in mind. AIRS #1180 – And another instance A low air-time PG2 pilot was flying at South Side Beach (VIC). As they came into land, they failed to recognise changing conditions, both in tide height and wind direction. With limited landing options, they collided with rocks on the beach due to increased speed and decreased glide angle, resulting in a suspected fractured leg. Pilots should check both launch and landing areas for hazards that are evident and those that can arise as conditions change. Observing landing options whilst in the air earlier rather than later and noting changes in conditions should be part of your flight plan. Now for a few reports from the Flinders Golf Club site. AIRS #1193 – Caught out beyond the bowl PIC was a PG3 pilot, flying the bowl for 10 to 15 minutes and had gained good altitude above the pine trees to the west of launch. The pilot then followed some other pilots past the trees and made directly for the next bay, rather than following the coastline and staying in the lift band. Initially, they maintained altitude but realised halfway across that their sink rate had increased and that ground speed had slowed. At this point the PIC decided to turn back and land by some houses. They lost further altitude in the turn, then realised that the beach was past another point. By this stage they were heading downwind with no room to make a 180- degree turn into wind which would have ended in the sea. The pilot chose to land in a shallow pool, still reclined in the harness to allow the harness to take the impact, but twisted an ankle on a rock. Pilots should ensure they have a full appreciation of the geography of the sites they are flying, and how the lift characteristics change under different wind directions. Listen closely to site briefings on the day as these may have changed from previous briefings. Always plan ahead and have a safe landing option within reach. Always land on your feet – even minor jolts transferred through the harness seat have the potential to cause spinal injuries, and the potential of this increases with pilot age. AIRS #1202 – Mid-air collision PIC1 was ridge soaring on their paraglider. The wind strength was approximately 12kt which resulted in a larger carving angle. At the end of a lap toward the southern end, they turned left to circle back to the ridge, thinking the turn was clear as their peripheral vision at that carving angle allowed them to see air traffic along the ridge. They were not aware of a pilot (PIC2), flying closely behind and slightly to the right, who was also making a left turn. PIC1 only noticed the other pilot at the end of both their turns, when PIC2’s right wing tip touched PIC1’s left wing tip. PIC1 had to leave shortly after landing while the other pilot was still flying and was unable to collect their details or AIRS Safety Wrap-up Dave Snowden executing a perfect horseshoe teardrop stall prior to Task 3 launch at the 2021 Corryong PG Open Photo: Heidi Krueger