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.
Monday, April 9, 2012
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.
Monday, October 3, 2011
A few speed flyer fumbles + - South Side, non injury
A few close calls on the South Side this weekend -
- a speed flyer kiting up the hill got launched prematurely and twisted the wrong way, he couldn't get his hands out of the toggles to "steer from above the twist " because he was using the hand-through-the-toggle technique. His hand was subsequently stuck in the risers at some point and he managed to land on the side of the hill with no trouble. It's good to do a solid pre flight, be careful of kiting up and being plucked, be trained in riser twist, and avoid the hand through the toggle technique.
- pilot on a hybrid - between speed wing and paraglider - made a last minute decision to do a circle; unable to finish the arc, he hit the hill and did a front flip before flying away. The pilot was o.k. but must be quite sore. Last minute maneuvers have caused LOTS of accidents and tons of close calls. Pre- meditation is key.
- a visiting pilot setting up to land at the bottom of the South Side and a bit high decided a circle would be best but underestimated how much he would drift. He barely missed the hill. Neither sides of the POM are prime for circles.
- a pilot was observed at about 50 feet over the top of the south side pointing straight-down-wind during a soaring session - against all odds, he managed to turn it into the wind and flare. Some pilots somehow imagine that a top landing involves a down-wind-leg - it doesn't in most cases. If you haven't top landed, please seek an instructors guidance. There are ways to do it and ways not to do it.
Finally, there was a blown launch by a speed flyer in the Ogden area. We don't have many details other than it was late in the evening, the launch was technically demanding and the pilot was low on experience. He suffered two broken ankles and the rescue was difficult.
- a speed flyer kiting up the hill got launched prematurely and twisted the wrong way, he couldn't get his hands out of the toggles to "steer from above the twist " because he was using the hand-through-the-toggle technique. His hand was subsequently stuck in the risers at some point and he managed to land on the side of the hill with no trouble. It's good to do a solid pre flight, be careful of kiting up and being plucked, be trained in riser twist, and avoid the hand through the toggle technique.
- pilot on a hybrid - between speed wing and paraglider - made a last minute decision to do a circle; unable to finish the arc, he hit the hill and did a front flip before flying away. The pilot was o.k. but must be quite sore. Last minute maneuvers have caused LOTS of accidents and tons of close calls. Pre- meditation is key.
- a visiting pilot setting up to land at the bottom of the South Side and a bit high decided a circle would be best but underestimated how much he would drift. He barely missed the hill. Neither sides of the POM are prime for circles.
- a pilot was observed at about 50 feet over the top of the south side pointing straight-down-wind during a soaring session - against all odds, he managed to turn it into the wind and flare. Some pilots somehow imagine that a top landing involves a down-wind-leg - it doesn't in most cases. If you haven't top landed, please seek an instructors guidance. There are ways to do it and ways not to do it.
Finally, there was a blown launch by a speed flyer in the Ogden area. We don't have many details other than it was late in the evening, the launch was technically demanding and the pilot was low on experience. He suffered two broken ankles and the rescue was difficult.
Thursday, September 22, 2011
Randolph Stall on Landing (pg)
A new P2 or student was making an approach to an unfamiliar landing area and caused a stall event at approx. 50 feet resulting in a suspected back injury. The pilot was transported to receive medical attention by ambulance.
Thursday, September 8, 2011
two North Side fumbles ( PG )
Two pilots, in separate incidents, both attempted to bench without sufficient altitude. Both turned right = downwind when they arrived ( low ) at the upper hill. Both continued downwind while losing altitude until they crash landed downwind on the side of the hill. One was further up the hill than the other. One had back pack pain and sought an X ray. His helmet was damaged. These incidents point to a few ideas:
- new pilots shouldn't be ambitions about benching up - many people with years and years of experience, bench up using a variety of dodgy techniques that are not recommendable - just because you see people benching up doesn't mean its a good idea or that the technique that you see being employed is a good one
- new pilots should try to bench up such that they arrive at the upper hill with a comfortable height and can execute a left turn ( toward the east and into the wind ) thereby having low ground speed
- pilots should never arrive at the upper hill, make a left and continue to try and soar the upper hill while losing altitude behind the houses - there have been a number of incidents in which pilots got pinned behind the houses and had to land on the side of the hill ( if this ever happens to you, land going toward Lone peak = into the wind ) .
- to be clear; flying to the upper hill and making a right turn is very advanced - the air is turbulent, the ground speed is high - if you find yourself in this situation, maintain extra distance away from the hill and turn away from the hill early ( when it is clear that you are not going to successfully bench ) - make sure that you land facing back toward the grassy takeoff and the parking area
- make it your policy that if it doesn't look like your attempt to bench up is going well, that you will turn out away from the hill with plenty of altitude to rejoin the soaring pattern on the bench
A discussion of techniques for benching up wouldn't be complete without mentioning the other side of the coin: it is very easy to bench up and find yourself not going forward. As soon as you arrive at the upper hill, turn left and start making your way toward Lone Peak. Fly as far away from the upper hill as you can while maintaining altitude or going up a little. Make your way to the extreme north east end of the upper hill before getting high. Continually check your forward ground speed. Continually push out in front of the hill as far as you can. In doing so, you will be in the best possible position if the wind picks up.
If you ever end up in a situation where you can't go forward, the recommended technique is to work your way toward the gravel pit at the SW end of the hill while staying into wind ( you are high at this point ) then turn straight down wind and fly toward Lehi thereby leaving the POM area and any potential rotors, then turn into the wind and land in a big field. Don't allow yourself to blow back into the rotor on the back of the north side. If you end up back there, throw your reserve.
If you have questions about any of these ideas, please contact an/ your instructor.
- new pilots shouldn't be ambitions about benching up - many people with years and years of experience, bench up using a variety of dodgy techniques that are not recommendable - just because you see people benching up doesn't mean its a good idea or that the technique that you see being employed is a good one
- new pilots should try to bench up such that they arrive at the upper hill with a comfortable height and can execute a left turn ( toward the east and into the wind ) thereby having low ground speed
- pilots should never arrive at the upper hill, make a left and continue to try and soar the upper hill while losing altitude behind the houses - there have been a number of incidents in which pilots got pinned behind the houses and had to land on the side of the hill ( if this ever happens to you, land going toward Lone peak = into the wind ) .
- to be clear; flying to the upper hill and making a right turn is very advanced - the air is turbulent, the ground speed is high - if you find yourself in this situation, maintain extra distance away from the hill and turn away from the hill early ( when it is clear that you are not going to successfully bench ) - make sure that you land facing back toward the grassy takeoff and the parking area
- make it your policy that if it doesn't look like your attempt to bench up is going well, that you will turn out away from the hill with plenty of altitude to rejoin the soaring pattern on the bench
A discussion of techniques for benching up wouldn't be complete without mentioning the other side of the coin: it is very easy to bench up and find yourself not going forward. As soon as you arrive at the upper hill, turn left and start making your way toward Lone Peak. Fly as far away from the upper hill as you can while maintaining altitude or going up a little. Make your way to the extreme north east end of the upper hill before getting high. Continually check your forward ground speed. Continually push out in front of the hill as far as you can. In doing so, you will be in the best possible position if the wind picks up.
If you ever end up in a situation where you can't go forward, the recommended technique is to work your way toward the gravel pit at the SW end of the hill while staying into wind ( you are high at this point ) then turn straight down wind and fly toward Lehi thereby leaving the POM area and any potential rotors, then turn into the wind and land in a big field. Don't allow yourself to blow back into the rotor on the back of the north side. If you end up back there, throw your reserve.
If you have questions about any of these ideas, please contact an/ your instructor.
Tuesday, August 30, 2011
S. Side Deflation Low ( PG ) 8/30
A P3 level pilot flying a small acro glider took a big deflation on a very strong south morning as a result of a tandem wake. Some X- rays revealed no damage other than soft tissue.
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