SAFA Skysailor Magazine

25 January | February 2021 SKY SAILOR through the lower frame, and embedded into the ground on the golf course fairway. The pilot is looking at rigging a second, separate kill switch to prevent this eventuality in future. The pilot made some observations that we concur with: • • Plan for the unexpected and keep within reach of downwind landing options. • • Keep reassessing these as you progress in your flight. • • Use all visible cues to determine wind direction for landing – in this case the flags on the greens were valuable. • • Practise landings. • • Get a workshop manual and know your motor. We go now to South Australia and #1286. The pilot was setting up to land their PPG at a private property when the wind changed direction, making the intended landing location unsuitable. While on final approach to the alternate landing area with the engine off, a car entered the site. The alternate now deemed unsafe, the pilot diverted to a third location. With the wind gradient came a long glide, causing the wing to strike a power line at the end of the glide, thankfully without injury or damage. Carriage and use of radios for ground crew as well as pilots would have helped prevent the event at the alternate LZ. Performing a fly-over of the LZ before committing to an engine-off landing is also recommended to ensure that a landing into wind is possible and that the landing area is clear of obstructions. Back to NSW, and in #1140 a pilot taking off at Manilla had a problem when their PPG was not climbing as expected. The Miniplane motor unit had been run-up prior without issue. The pilot noticed that the take-off run into a light northerly breeze was longer than normal. With their feet only one to two feet off the ground, the pilot applied a slight amount of brake to gain some lift, but then heard the prop strike the netting and frame. The motor was stopped, and the flight aborted, with the left riser lines striking the prop as the motor shut down and the wing fell back. A propeller tip was delaminated after striking the netting, which was also damaged, with five left riser lines outer sheaths nicked. It is believed that the light breeze may have shifted to coming from behind during take-off. It is important that prop cage netting is correctly tensioned at all times. This can be a fiddly operation and take some time to achieve. With the netting tensioned properly, the shroud should not be able to flex enough for the risers to push the netting into the prop. See this video for a technique that can be used. The motor unit used here (Miniplane) sees the propeller sitting proud of the cage and netting. Pilots with a Miniplane unit may want to modify their technique and face the wing before allowing the wing to fall back to the ground, or use the wheelbase technique of steering the wing to the side when landing run is finished. We sometimes receive complaints regarding PPG operations. AIRS #1259 and #1258 are two examples. In #1259, a member of the public reported a trio of PPG pilots flying low over houses and private property near Ngili Cave, near the Leeuwin-Naturaliste National Park (WA). The identity of the pilots could not be ascertained. All pilots are reminded to make themselves familiar with, and observe all of the Flight Rules as listed in Section 4 of the SAFA Operations Manual V20200323. PPG pilots should direct their attention to the rules governing operations of their aircraft as laid out in 4.1.4.2. In #1258, a complaint was received concerning two PPG pilots over-flying and then landing on a beach in close proximity to members of the public. Both pilots were eventually identified. PIC1 claimed a known electrical issue with their motor had caused a forced landing and received a letter of caution concerning flying with a known problem in the motor and landing in proximity to the public. PIC2 was found to be a lapsed member and has been referred to CASA for investigation. Pilots are reminded to ensure that their equipment is properly maintained and fit for purpose and should not be flown if this is not the case. If an engine-out is experienced, pilots should avoid flying over members of the public and seek the nearest, unpopulated, safe area for a landing. Tree landings We’ve had a few. Our first four occurred on the Sunshine Coast in Queensland. Recently a PG pilot was flying from Teewah (#1358), when, after checking there were no other pilots in the vicinity, they decided to spin the harness around so they were facing towards the trailing edge with the intention of maintaining a stable reversed position. They applied left weight-shift to keep the twist in the risers and applied the left brake to keep a straight line. However, the brake was not effective, and they found themselves heading slightly up the ridge, which rose beneath them. They untwisted, realised they were too low, and landed in a tall tree at 10m above the ground, one kilometre from launch and 100m from the beach. The pilot was assisted to the ground and the wing was retrieved the next day with damage to some lines. When trying this manoeuvre, or any new manoeuvre, ensure you have plenty of height and distance clearance from obstructions. Be aware that when twisted in your harness, you have less control of the glider, and the brakes are less effective. You can easily get disorientated with the ridgeline and the direction you are heading. The wing can also behave differently due to the different pressure on it from the twisted harness position. In addition, in the event of turbulent air or the wing taking any collapses, the pilot will not have effective wing control. The pilot was correct in not trying to exit the tree alone and instead calling for assistance. Report #1323 saw a PG pilot launch from Sunrise Beach in strong wind on a small Reflex wing (17m 2 ). They had carried out a high banked turn while twisting 180 degrees in the harness, facing backwards. This is an advanced manoeuvre. While carrying out this manoeuvre, the highest wing tip suffered a 40% collapse, possibly due to not enough outside brake. This caused the wing to stop flying, the wing dropped, then re-inflated and started flying again before the pilot Christmas Day 2017, a dawn flight around the Glasshouse Mountains on the Sunshine Coast, QLD. Dominic Colville on a Niviuk wing Photo: Lynton Dalla Rosa

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