SAFA Skysailor Magazine

33 May | June 2021 SKY SAILOR Fall. PIC was dragged a short distance after landing without damage or injury. Pilots should give themselves a margin for error when thermalling over the back of a ridge in stronger winds. This will allow them, in the case of losing the thermal, to push forward in front of the ridge or alternatively run downwind to a landing area avoiding the rotor. AIRS #1457 – PG entering spin A PG pilot was launching from The Sentinels (SW Tas). Shortly after launch the pilot turned, using an increasing amount of brake to stay in a weak or narrow thermal that was present, at an approximate altitude of 50-100m agl. The glider’s ground speed was seen to be slowing to the point where it started to enter a spin. There was no pilot input to correct the spin. The glider then span and dived to recover successfully. PIC was flying a borrowed wing with approximately five hours of experience on it. Before flying wings that you are unfamiliar with or lack currency on, ground handle first to get a feel for the characteristics, responsiveness, and feedback that they provide. When flying equipment that you are unfamiliar with or lack currency on, fly with larger safety margins than you normally would. Thermalling close to terrain is dangerous and an unneces- sary risk. Pilots doing so should be experienced, understand the risks, have a solid and proven thermalling technique, and be experienced and efficient at responding to recovering the wing (collapses, stalls, spins, etc). AIRS #1414 – PPG spin on slope landing Here, the same pilot free-flew a borrowed PPG wing from Little Green Hill near Bothwell (Tas). After a short, scratchy flight, and not gaining altitude, PIC decided to slope land. On landing approach, at approximately one metre off the ground, PIC span the glider and tumbled to the ground. No injury or damage was sustained. Again, pilots flying wings (or other gear) they aren’t familiar with should give themselves bigger safety margins within all aspects of flight, including take-off and landing. Ground handling a wing you aren’t familiar with will tell you a lot about how the glider responds and behaves with different inputs all with your feet on the ground. Pilots should avoid flying wings outside of their designed use. Three PG reports from the lower launch at Eaglehawk Neck (Tas): In AIRS #1408, after two previous top landings on the day, PIC was attempting to top-land their paraglider again at the lower launch. Winds were strong, top end but square. PIC made several attempts to top-land as the wind was making it difficult to lose height over the launch area. PIC landed to the side of the launch area and in front of trees. After landing, PIC was dragged back by the wing with the wing landing in a tree. At the same time, in AIRS #1413, another PIC was attempting to top-land after several successful efforts. Several attempts were made to top-land this time, but the wind strength was again making it hard to lose height over the launch area. PIC misjudged and landed off to the side and behind the launch area in bushes with minimal forward speed on their feet. Pilots should consider landing area size, wind strength, their skill and ground handling abilities when considering top-landing, especially with a large safe landing area, in this case the beach immediately below launch, as the alternative. Pilots should practise ground handling in all wind strengths they would consider flying, including killing their wing. Top-landing in marginal conditions generally, or in marginal conditions for your skill level to avoid a short walk is not advised. In AIRS #1378, a PG pilot was on their second flight in a pod style harness. They had launched in conditions approaching the top end in strength. Conditions increased a short time later and the PIC decided to land. PIC used their speed bar and pushed out over the water, out of the lift band, to bleed height off and then set up for landing. The landing set-up was too high and with marginal forward speed, PIC decided to use big ears, losing forward speed in doing so, and drifting behind the intended landing area. With the proximity to powerlines and road behind the intended landing area, the PIC decided at 120ft agl to turn downwind to avoid these hazards and to take their chances landing behind the road and powerlines in a rural residential area. PIC ended up landing in rotor behind trees, hitting a shipping container, luckily only bruising their hip and elbow. No damage to equipment. Pilots should give themselves more margin for error than normal when trying or getting used to new equipment, even more so if trying a new style of equipment, eg., moving from an open to a pod style harness. AIRS #1432 – PG/PPG lack of currency We go back to Kempton now, where a PG2/PPG pilot had engaged a local instructor for some refresher training. A considerable period of time had passed since PIC had undergone straight-through PPG training and they had not maintained their skills. Training was conducted on the pilot’s own wing, purchased from their original instructor, this being a PPG wing. On the second day of training, Big-ears were covered. A thorough briefing of the task was conducted with the instructor pointing out the outer, single-line riser. PIC launched and conducted another task under radio instruction. The instructor then instructed them to fly away from the hill to the paddocks, since they had the height, and was going to move to big ears. The instructor asked them to identify the big ear lines and when they felt comfortable to pull them in. PIC took a moment to find the lines, then made an abrupt pull on the main A-lines causing the wing to frontal collapse. The instructor told them to let go and catch the wing. When it reopened, the surge was extremely violent and quick. The wing surged in front of them, and they didn’t react. It went into a minor tuck on the left hand side, and they swung down through the lines. The instructor then asked them to hold the brakes in to settle the wing. PIC held the brakes in enough for the wing to settle, went hands up when instructed and the wing gently surged forward and regained flight. At this stage PIC was asked to fly to the biggest paddock and make a safe landing. No damage or injury. The instructor did well to coach the pilot through a full frontal recovery without incident. However, with hindsight this pilot needs more time building their skills up before they will be ready for this wing. The instructor will limit the pilot to train under a school glider until they can handle their own wing. SAFA reminds CFIs to channel new pilots toward DGAC/ EN-A wings for a pilot’s first PPG wing.