SAFA Skysailor Magazine

37 May | June 2021 SKY SAILOR AIRS #1446 – PG unable to reach safe landing Our final tree landing sees us at Beechmont (SE Qld). A low hours PG2 pilot was approved for a flight by a local SO in good NE-NNE conditions, and was cautioned on maintaining position in front of the spur line ridge. Launch and soaring behaviour was observed as safe and consistent by the SO who then launched and flew for approximately 30 minutes. On returning from top landing, a radio transmission was heard indicating a pilot was in trees mid-section along the spur line ridge. The SO responded and then commenced emergency management resulting in extraction of the pilot by QFRS personnel. Pilot debrief confirmed the pilot had manoeuvred in a weak bubble behind the spur line and attempted to push forward in associated sink after drifting behind the safe glide point. All pre-flight briefings for pilots new to Beechmont should include a discussion about the spur line and being pinned behind it. Finally, two fatal accidents now concluded by the Coroner’s Courts AIRS #1049 – WM accident on take-off PIC Daryl Armstrong was undertaking his second flight since completing training and purchasing an Airborne Edge X Classic WM. He was operating from a private airstrip near Holmwood (WA). He had prepared the aircraft for flight and completed pre-flight checks, then taxied onto the airstrip and commenced take-off. Shortly after take-off, the left wing dipped. Daryl attempted to correct, however, over-corrected and lost control. The aircraft experienced bank oscillations before it nose-dived into the ground with the engine running the entire time. The witness to the event reached the aircraft soon after. The engine was no longer running, and Daryl was still in the seat, but unresponsive with no pulse or breathing. The witness checked for fuel leakage and disconnected the battery. They then released Daryl, extracted him from the wreckage and commenced CPR. Ambulance officers arrived, but he could not be revived and was declared deceased at the scene. No mechanical or structural faults with the aircraft were found, and it had been prepared for flight correctly. WM pilots with low hours are re- minded to apply gentle input controls through the control bar, particularly during the launch and landing phases of flight. AIRS #1141 – HG failure to clip in The accident occurred at Pat Morton Lookout, Lennox Head (NSW). Neil Mersham was a highly experienced HG instructor and was undertaking the second tandem flight of the day. Neil and the passenger were in their harnesses, clipped to the wing and were moving the aircraft up to launch in stronger conditions with assistance from Neil’s ‘wingman’. Once up on launch, Neil unclipped his harness from the glider, cleared a transport assist device from the glider while the wingman held the wires and then returned to the glider, without re-attaching his harness to the glider. He then launched and immediately dropped to the control bar. He lost his grip and fell to the rocks 100ft below. The glider continued with the tandem passenger attached before falling out of control and impacting terrain. Neil was deceased at the scene. The passenger was transported to hospital with life threatening injuries. The passenger recovered some weeks later and returned to their home country. In the Coroner’s Court report, it was revealed that Neil was involved in a motor vehicle accident in 2018. He was referred to a doctor for a medico-legal examination. The doctor formed the opinion that the injuries sustained in the accident rendered him ‘totally and permanently unfit for work as a hang gliding instructor’. This information was not disclosed to SAFA, nor to a doctor he consulted at a later date, seeking a medical examination report to comply with our require- ments for him to undertake instruction activities. Hang glider pilots should NEVER unclip their harness from the glider while still in it. If there is a problem that requires attention or a decision is made not to fly, ALWAYS exit the harness leaving it clipped to the glider. All pilots are required to disclose all medical reports to SAFA that indicate they are unfit for flight operations. The Operations Team are in the process of modifying Instructor Application and Renewal forms to include extra medical reporting requirements to meet the recommendations from the Coroner. We in the Ops Team extend our thanks to those pilots and first responders who assist in any of these unfortunate events. Stay safe. 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?