Tuesday, September 25, 2012
Reserve Deployment North Side Acro PG Non Injury
An experienced and avid acro pilot threw his reserve and landed safely on the side of the hill on the lower hill. It's quite nice that he didn't land among cars or people. Acro pilots are reminded to maneuver in such a way that they will land SW of the cars or in front of the bench in the event of a reserve deployment. The last two acro related reserve deployments landed the pilots in ok position. Ideally, pilots would maneuvers slightly further to the SW.
Wednesday, September 12, 2012
North Side Blow Back Non Injury PG
A visiting pilot who hadn't received a proper North Side briefing flew on a strong night, benched up and subsequently went too far behind the top of the hill. He DIDN'T throw his reserve despite being in what was clearly strong rotor. This is generally thought of as being an error. Other pilots have landed in the same rotor without reserve and been severely injured. In rotor, reserves are a great bet.
Inspo Open Distance Reserve Deployment Non Injury PG
A competitor in the open distance competition at Inspo had a malfunction on his competition glider and threw his reserve. His landing was on a steep hill and he was able to fly again the next day.
The B - Suburbia Landing Lightpost - non injury
A local pilot tried to land on a street where he had previously landed several times. This time, he caught his wing tip on a lamp post. He commented that he would not be landing there again.
We are reminded not to land in suburbia.
South Side Ankle/ Foot Injury
A student suffered an ankle/ foot injury on the training hill of the south side. Given the very high level of student activity, the likelihood of this type of injury is very high.
Instructors are reminded to encourage good footwear, use radios, choose good conditions and qualify students at each stage of the progression. Finally, when this sort of thing does happen, a breakable ice pack, some ibuprofen, a splint and an ace bandage become the minimum necessary equipment. Every instructor and most pilots should have this sort of first aid kit.
Instructors are reminded to encourage good footwear, use radios, choose good conditions and qualify students at each stage of the progression. Finally, when this sort of thing does happen, a breakable ice pack, some ibuprofen, a splint and an ace bandage become the minimum necessary equipment. Every instructor and most pilots should have this sort of first aid kit.
Speed Flying South Side
A group of five speed flyers decided to launch at the same time. One pilot turned hard to avoid another and met the hill. He had 3 compressed vertebrae.
There are lots of ways to fly a speed flying canopy. Choose your approach to speed flying wisely.
There are lots of ways to fly a speed flying canopy. Choose your approach to speed flying wisely.
Inspo Open Distance Comp, dust devil on takeoff
A seasoned local pilot got inadvertently launched into the air while standing on launch waiting for a good cycle. He flew his open glider while facing it but ultimately landed back on the takeoff and was then subsequently lifted toward and deposited on the rock wall - head first. He suffered a concussion.
There are big risks with all aspects of flying mid- day, mid- summer. Many times the thing you are really worried about is not the one that will get you.
There are big risks with all aspects of flying mid- day, mid- summer. Many times the thing you are really worried about is not the one that will get you.
Inspo Open Distance Comp Bad Landing
A pilot landed on a small mesa south of the normal landing area. His approach was from the downwind side and unexpected sink caused him to land in the lee and straight into the hill. He suffered a compressed vertebrae.
Landing out is tricky. This pilot probably wishes he had headed out toward a bigger LZ with more altitude. Low saves happen but make sure that the day you are flying has the potential to actually produce one. Many times the day has no chance of producing a low save. When an approach gets weird remember not to aim for flat or downhill sloping areas that are soft and try for a PLF.
Landing out is tricky. This pilot probably wishes he had headed out toward a bigger LZ with more altitude. Low saves happen but make sure that the day you are flying has the potential to actually produce one. Many times the day has no chance of producing a low save. When an approach gets weird remember not to aim for flat or downhill sloping areas that are soft and try for a PLF.
Monday, August 20, 2012
North Side Top Landing Deflation - Crash PG Non Injury
from the pilot:
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"Conditions were a little punchy. Plenty of lift in tight places. Decided to come back in and let my buddy know that I thought he might want to wait out the sporty conditions.
Made my approach from the west end. Descended under big ears to about 100 feet. Ears reinflated fine and I leaned right to begin final to the west edge of the park when the glider very suddenly experienced a significant asymmetrical deflation. Flip, pitch, spin, aerial bugaloo, reinflated low and I hit the dirt with an indirect lateral impact. Probably looked a lot more dramatic than it really was.
No injuries.
No loss of consciousness.
No damage to glider. Helmet a little scratched. Harness, socks, shoes, shorts, face, hair and mouth full of Utah dirt.
Summary:
I suspect that I was beginning my turn to final on the up-wind side of a nasty thermal blowing across the bench, causing the deflation. Too low to throw, too quick for any meaningful reaction. Lucky to walk away."
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Notes:
Without getting excessively deep in the brakes, we should all "feel the brake" actively when top landing the north side in strong conditions. Deflations are 1:1000 back there but that doesn't mean that we shouldn't totally be on the defense against them. To be clear: pulling brake prevents deflations - in case you didn't get the memo. Some areas are better than others for avoiding deflations back there. Too far behind the outhouse is bad - too close to the houses is bad ( especially if it is strong east ).
Here is what an eyewitness described:
"Northside approach from way too far back. Took an asymmetric at like 50', turned 90 degrees, reopened, spun, collapsed negative, riser twist, glider reopened and put him on the airbag pretty hard. He hit on the dirt road an got up immediately. Just dusty, will probably be sore in the morning."
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"Conditions were a little punchy. Plenty of lift in tight places. Decided to come back in and let my buddy know that I thought he might want to wait out the sporty conditions.
Made my approach from the west end. Descended under big ears to about 100 feet. Ears reinflated fine and I leaned right to begin final to the west edge of the park when the glider very suddenly experienced a significant asymmetrical deflation. Flip, pitch, spin, aerial bugaloo, reinflated low and I hit the dirt with an indirect lateral impact. Probably looked a lot more dramatic than it really was.
No injuries.
No loss of consciousness.
No damage to glider. Helmet a little scratched. Harness, socks, shoes, shorts, face, hair and mouth full of Utah dirt.
Summary:
I suspect that I was beginning my turn to final on the up-wind side of a nasty thermal blowing across the bench, causing the deflation. Too low to throw, too quick for any meaningful reaction. Lucky to walk away."
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Notes:
Without getting excessively deep in the brakes, we should all "feel the brake" actively when top landing the north side in strong conditions. Deflations are 1:1000 back there but that doesn't mean that we shouldn't totally be on the defense against them. To be clear: pulling brake prevents deflations - in case you didn't get the memo. Some areas are better than others for avoiding deflations back there. Too far behind the outhouse is bad - too close to the houses is bad ( especially if it is strong east ).
Here is what an eyewitness described:
"Northside approach from way too far back. Took an asymmetric at like 50', turned 90 degrees, reopened, spun, collapsed negative, riser twist, glider reopened and put him on the airbag pretty hard. He hit on the dirt road an got up immediately. Just dusty, will probably be sore in the morning."
If the eyewitness report is accurate then the pilot took a deflation on one side and the over braked the opposite side such that he spun the opposite way of the deflation and even suffered riser twists.
We all need to be reminded that it is a fine balance between pulling enough brake on the open side and not pulling too much. Both extremes can be catastrophic.
South Side Deflation PG - Non Injury
From the Pilot:
When flying toward the west at the South Side on Saturday, August 18, 2012, around 9:30a, I experienced a right-side deflation toward the western end of the straight part of the ridge. Several tandem and solo gliders were flying the ridge, and the flight had a few small bumps. With the deflation, I was descending quickly and did not react fast enough with appropriate brake, with a small crash up top without hurting myself. A nearby observer noted that I did not have enough brake with the turbulence-induced deflation. In talking with instructors afterward, the important points in this situation were to keep enough brake to prevent deflations, use weight shift and opposite brake as needed, keeping a slight flight angle away from the hill, and practice deflations so you know how they feel and be able to react quickly and appropriately.
When flying toward the west at the South Side on Saturday, August 18, 2012, around 9:30a, I experienced a right-side deflation toward the western end of the straight part of the ridge. Several tandem and solo gliders were flying the ridge, and the flight had a few small bumps. With the deflation, I was descending quickly and did not react fast enough with appropriate brake, with a small crash up top without hurting myself. A nearby observer noted that I did not have enough brake with the turbulence-induced deflation. In talking with instructors afterward, the important points in this situation were to keep enough brake to prevent deflations, use weight shift and opposite brake as needed, keeping a slight flight angle away from the hill, and practice deflations so you know how they feel and be able to react quickly and appropriately.
Spiral Mis Manage North Side Reserve Deployment Non Injury
Quote from pilot:
"Paraglider malfunction and reserve parachute ride. wing: Nova Factor 2 (small), reserve parachute: Gin Yeti 40m, This malfunction was a result of pilot error and could have been prevented by making one more slow turn to bleed off speed or more input on the brakes before the wing came out front."
Notes:
Other contributing factors were that the pilot was on his first test flight on this higher category of glider and he was experimenting with maneuvers. Despite the abrupt spiral exit, he also would have been advised to exercise more brake as the glider surged out in front. Finally, the pilot was apparently in a semi reasonable position for maneuvering as he did not land on anything under reserve. Still a position slightly more south/southwest would have been better from the standpoint of being away from people and obstacles.
Finally, it should be noted that the pilot would have been well advised to carve the glider back in the original direction of the turn even after he had exited abruptly. This is the best way to dissipate the energy even if it is characteristically "late in the game." To be clear, he could have carved back into it even after the glider was behind him and about to race out in front.
"Paraglider malfunction and reserve parachute ride. wing: Nova Factor 2 (small), reserve parachute: Gin Yeti 40m, This malfunction was a result of pilot error and could have been prevented by making one more slow turn to bleed off speed or more input on the brakes before the wing came out front."
Notes:
Other contributing factors were that the pilot was on his first test flight on this higher category of glider and he was experimenting with maneuvers. Despite the abrupt spiral exit, he also would have been advised to exercise more brake as the glider surged out in front. Finally, the pilot was apparently in a semi reasonable position for maneuvering as he did not land on anything under reserve. Still a position slightly more south/southwest would have been better from the standpoint of being away from people and obstacles.
Finally, it should be noted that the pilot would have been well advised to carve the glider back in the original direction of the turn even after he had exited abruptly. This is the best way to dissipate the energy even if it is characteristically "late in the game." To be clear, he could have carved back into it even after the glider was behind him and about to race out in front.
Thursday, June 21, 2012
Inspo Power Lines 5/19/12
A pilot attending a thermal clinic at "Inspo" failed to land at an appropriate LZ and ended up running into power lines in a neighborhood. The pilot passed by several good options for landing in an attempt to make it to the church LZ. Pilot was not under supervision during the landing phase. The pilot walked away uninjured and power was lost for part of the neighborhood for several hours.
A few items to be taken away from this incident are:
1. Walking away from an incident with power lines is a very lucky scenario and often times incidents with power lines can be fatal.
2. When flying a mountain site, or any site in general, pilots should be very conservative and be willing to land at the first available place when getting low.
3. If flying cross country, it is always very important to be choosing possible bailout LZ's along the way and providing adequate clearance to reach potential landing zones.
4. Having a specific flight plan in mind before flying can prevent incidents such as this.
5. Instructors conducting clinics should have full radio contact with participants at all phases during flight and keep a watchful eye until they land to ensure their safety.
A few items to be taken away from this incident are:
1. Walking away from an incident with power lines is a very lucky scenario and often times incidents with power lines can be fatal.
2. When flying a mountain site, or any site in general, pilots should be very conservative and be willing to land at the first available place when getting low.
3. If flying cross country, it is always very important to be choosing possible bailout LZ's along the way and providing adequate clearance to reach potential landing zones.
4. Having a specific flight plan in mind before flying can prevent incidents such as this.
5. Instructors conducting clinics should have full radio contact with participants at all phases during flight and keep a watchful eye until they land to ensure their safety.
N. Side Student Ankle Fracture PG
A student suffered an ankle fracture at the bottom of the North side in a very light wind landing. Could have happened to anyone. We should all use about as much caution in zero wind as we do in strong wind. Both are technically demanding.
Wednesday, June 20, 2012
West Mountain PG
A pilot flying low in thermal conditions suffered a series of events that resulted in a hurt back and leg. He was evacuated via helicopter. Avoid flying low over rough terrain in strong thermal conditions.
North Side Stall Spin Mid - Air 6/20/12 PG
An experienced pilot spun and stalled his glider trying to avoid a tandem glider. In the process, he hit the tandem though the tandem was unaffected. He stalled and spun into the steep, sandy, side hill of the lower part of the north side and had a slight concussion but was otherwise un-injured.
Wednesday, May 2, 2012
N. Side Launch Bush Landing HG
Avid local PG and HG pilot launched the North Side, turned right and encountered sink while trying to turn away from the first spine he was to overfly. The hang glider did not respond to his efforts and he landed in a bush. No injury and no harm to the glider.
Tuesday, May 1, 2012
North Side Reserve Non - Injury
A new P2 on launched in advanced conditons, benched up and then allowed a lazy turn over the top of the hill. Recognizing the problem, he pointed into the wind, pushed speed bar and then took a large frontal deflation. He was pointed into the wind and pushed speed bar again, then took a large assymetric with subsequent strong turn. He threw his reserve and landed safely in the rotor without disabling the glider.
1)honor the P2 operating limitations as much as possible 2)consult your instructor before launching in unfamiliar or strong conditions 3)don't bench up when it is easy 4)be diligent not to drift over the top of any hill 5)don't use speed bar (especially in large amounts) when low 6)always release the speed bar (and feel sufficient brake) when a deflation is anticipated or when one manifests 7)disable the paraglider after deploying a reserve 8)always throw your reserve in strong rotor especially when low or when large diflations are manifesting in quick succession
Southern UT
An experienced and well trained P2 who was not current launched a gentle sloped launch with a long takeoff that ended with a drop off and a shelf below. The launch proceed in a text book fashion until the abrupt drop off when the glider deflated. The recovery from the deflation took place but not before the pilot encountered the lower shelf. Presumably, he hit the lower shelf and then flew back out into the air and subsequently came to rest some distance below the shelf.
We all need to 1) actively work the brakes during the launch process to prevent deflations 2) be ready for the 1 in a 1000 deflation during the launch process and 3)need to choose foregiving sites when we are not current.
Monday, April 9, 2012
North Side Spin-Stall
A very avid local pilot on an EN C glider was thermalling on the North Side when he noticed a pilot flying toward him. He steepened his turn and caused an inadvertent spin. Releasing the spin, the pilot suffered an asymmetric deflation with a dive. As contact with the ground grew eminent, he stalled the glider and was deposited on his back in the famous backyard/ launch spot of a North Side home.
The pilot had hiked up from the bottom, really wanted to bench up and was a bit angry that the other pilot was forcing him to adjust his arc. Finally, these were some of his first circles of the year.
Pilots should remember that gliders rarely spin when full weight shift is exercised - that's one great way to prevent inadvertent spins - be athletic in the harness, weight shift before brake - every turn.
Pilots should also remember that brake should be pulled slowly and sparingly until the glider starts to really turn - then, more brake can be applied.
Lots of maneuvers training and practice can increase the odds that pilots will manage theses situations appropriately.
The pilot had hiked up from the bottom, really wanted to bench up and was a bit angry that the other pilot was forcing him to adjust his arc. Finally, these were some of his first circles of the year.
Pilots should remember that gliders rarely spin when full weight shift is exercised - that's one great way to prevent inadvertent spins - be athletic in the harness, weight shift before brake - every turn.
Pilots should also remember that brake should be pulled slowly and sparingly until the glider starts to really turn - then, more brake can be applied.
Lots of maneuvers training and practice can increase the odds that pilots will manage theses situations appropriately.
Thursday, February 9, 2012
Olympus Speed Flyer
A speed flyer had an aborted launch high on Mt. Olympus in which he ended up falling down a steep face 20+ feet. His location demanded a winch rescue. He had multiple injuries that demanded hospitalization but will not need any surgery. He was flying with a very capable partner who handled the first aid and rescue skillfully.
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