SAFA Skysailor Magazine

29 July | August 2021 SKY SAILOR Pilots must ensure that their radios are working correctly and be aware of the hazards presented at the site should conditions change. Always have a Plan B worked out with advice from local pilots. Supervising pilots should be aware of the changing conditions and be prepared to call pilots to land if required. Now off to Bright (VIC)… AIRS #1174 – Incident on landing PIC was conducting a tandem flight, when on final approach immediately before landing some turbulence was en- countered. On contact with the ground, the passenger rolled their ankle, putting all their body weight on it with the seat board as they fell. A suspected broken ankle resulted in the passenger being taken to Wangaratta hospital for treatment. The risk of turbulence in the landing zone should be explained to passengers prior to flight so they can make a decision to fly with respect to the risks explained. AIRS #1189 – A tow accident PIC was participating in a Tow Endorsement clinic, conducted at Porepunkah Airfield (YPOK, VIC). The clinic had essentially finished, and the pilot was undertaking an additional tow. The pilot launched and commenced to climb when the glider veered to the right. PIC weight-shifted to the left and applied left brake. The angle of attack increased, and the pilot applied more brake, increasing the AoA to the point where the glider stalled at approximately 4 to 5 metres agl. PIC landed on their back, suffering a fracture of T11 vertebra which required surgical stabilisation. Pilots are reminded not to apply excessive brake input to correct oscillation or divergence from the intended flight path when on launch under tow operations. Tow masters/drivers should apply minimal tension through the line until pilots are at least 75 to 100ft agl, and only then increase tension. We’ll finish off our reports from Victoria with a PPG report. AIRS 1327 – PPG engine-out PIC was commencing an early morning flight on their PPG at Knowsley Park. After performing pre-flight checks and a warm-up of the motor, they launched with a slightly high pitch angle. While settling back in the harness at an altitude of approximately 50ft agl, they inadvertently knocked the kill switch causing an engine-out. This then caused the wing to surge and pitch down. PIC was able to get out of the seat and pulled full break to flare, but hit the ground hard, taking a few steps before falling to their knees and forward. PIC sustained a broken fibula and torn tendons in the right ankle, both requiring surgery. The motor sustained a bent cage and frame with a broken propeller. When faced with an engine failure after take-off (EFATO) event at low altitude, pilots must concentrate on the control inputs required to make a safe landing. They must control the canopy through the surge and initiate a strong flare. This requires precise timing. Do not get distracted by trying to restart the motor. This should only be performed if there is sufficient altitude. SAFA will review the EFATO procedures in the PPG syllabus. Heading to Queensland now and a bunch of reports from the Canungra area. AIRS #1190 – Gust front carnage PIC was flying their paraglider in company from Beechmont (QLD/S). Conditions were excellent with very smooth air and an easterly flow. Once in the air, rain was observed to the south in the Numinbah Valley. The witness described how they decided to head back to the top-landing area and witnessed several pilots suffering collapses of varying degrees of severity and in rapid succession. Having made the landing, the witness then saw PIC take a complete collapse and fall on their back from four metres agl. A stable compression fracture of a vertebra resulted. The change was not forecast, and the wind rapidly increased from 10 to 20kt. The Beechmont top landing area has a higher risk margin compared to other landing areas; it’s higher ground behind launch and the wind covers an undulating area before the landing area. There is an alternative landing area which is further and lower than launch and has a better safety record. Pilots should be educated that the top landing area is not safe during gust fronts and high wind scenarios. Human Factors Air (the environment) -Man (I’m safe) -Ship (the aircraft) I’M SAFE Illness? Do I have an illness or any symptoms of an illness or disorder? Medication and other drugs? Have I been taking or mixing prescription, over-the-counter or recreational drugs? Stress? Am I under psychological pressure from my job or personal circumstances? Am I worried about financial matters, health problems or family matter? Alcohol? Have I been consuming alcohol within the previous eight hours? Is my blood alcohol level less than 0.02? Would my average alcohol consumption be greater than ‘very low risk’? Fatigue? Am I tired or inadequately rested? Eating and Drinking? Am I adequately nourished and hydrated?