SAFA Skysailor Magazine

31 March | April 2021 SKY SAILOR perspex bonnet protector which broke. No injuries or other damage was sustained. The pilot was having their first flight back from a period off and said being rusty contributed to the decision to drop the glider using brakes. Pilots should be extra careful after a period of not flying and should consider margins more carefully during first flights back. Back to Newcastle and the Hickson Street launch. The pilot involved in AIRS #1265 is a highly experienced skydiver. On launching, PIC settled back into the harness but remained heavy on the brakes with hands at waist level. The pilot made a turn to the right, then a turn to the left. The wing became progressively slower with the continuous brake input until it stalled at approximately 5m agl. The pilot suffered a stable fracture to the L2 vertebra. The wing was sent to the SMO for a porosity check. Readings of four seconds were recorded across multiple cells on the upper leading edge with the longest reading being 24 seconds. There were two readings of 0 seconds. There was also a considerable quantity of sand in the wing. The pilot had borrowed the wing from a friend and had used it for ground handling. The wing is unserviceable and has been condemned. Whilst conducting the initial assessment of this report, it was observed that the pilot, while having undergone training and holding full membership, did not have any recorded qualifications. All student pilots are reminded that they must complete all of the post-training activities required of them to have their qualifications recognised. Failure to do so leaves them at risk of flying unlawfully. All duty pilots, safety officers and club officials are reminded to ask for proof of a pilot’s qualification and membership status if they are at all uncer- tain about a pilot at their sites. All pilots are reminded to conduct porosity checks of paraglider material at the service intervals specified by the wing manufacturer or on an annual basis. Wings that do not meet specifi- cations should be retired from service and destroyed or used only for ground handling. Pilots looking to purchase a second-hand wing are advised to have the wing checked by an instructor or qualified service technician. We finish our NSW reports at Crackneck Lookout on the Central Coast. In AIRS #1281, PIC was preparing to launch their paraglider. The wind conditions were assessed as ESE, moderate to strong with low humidity. The pilot performed a pre- flight inspection, including line check, and moved to launch with the wing in a rosette. Upon inflation from the rosette, it was immediately noted that there was an entanglement of both of the middle-upper left brake cascade lines. This caused a great amount of pressure on at least six of the inner brake connection points, pulling PIC sideways. A witness rushed to assist, but PIC was lifted off the ground by a gust, climbing swiftly and crabbing left over the public grassed area, toward the NW. In the short time available, PIC attempted a number of inputs to control the trajectory. However, the entanglement was applying an equivalent of approximately 60 to 70% of brake travel and could not be cleared. The glider wallowed very near the stall point and was moving to a position on the NE side of Crackneck that was now affected by rotor and subsequent compression. The wing lost altitude for a couple of moments and then continued travelling backward. As PIC initiated an asymmetric collapse on the right-hand side, the pilot impacted an approximately 35m tall gumtree and bounced down onto the public road below. PIC received a stable fracture to vertebra L1, and the glider received damage requiring a factory repair. The wing in this report was quite new with unsheathed lines. These may form knots with little provocation. Pilots should be prepared for this possibility and the risk of being plucked from launch, particularly in gusty conditions. Now to Victoria In AIRS #882, an experienced skydiver was under instruction at Mystic. The pilot had inflated the wing on a forward launch when the instructor called for an abort due to the wing overshooting. The pilot stumbled while attempting to stop and fell on one shoulder suffering a cracked collarbone. All pilots are reminded to check their wings during inflation and be ready to apply control to check any over- shoot tendency. Off to the south coast for AIRS #1029. PIC had launched on their mini-wing at Bells Beach late in the day after a long day at work. At the time, the pilot was rated as PG2, but with approximately 200 hours airtime. PIC was observed performing wingovers above a cliff when the wing took an asymmetric collapse. PIC has been unable to recover and 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?