SAFA Skysailor Magazine

SKY SAILOR 21 September | October 2019 T hese accidents have occurred to both hang glider and paraglider pilots, and for PG pilots at both coastal and inland sites. Let’s look at the HG event first. In AIRS #950, the WA pilot had been dune- gooning when they found themselves below the top of the dune on a downwind leg and less than 10ft above the deck. The pilot lost lift and impacted the ground, resulting in a broken arm. There are several common features amongst the PG events: The pilot is coming in to land and has some brake on when they either: ➲ ➲ Encounter some turbulence and/or ➲ ➲ Find themselves encountering an obstacle. Now, because of having the brakes on, either the turbulence causes the wing to stall or collapse, or the further application of more brake input to avoid a potential hazard does the same thing. This has happened in coastal situations in AIRS #995 and #1001. In #995, the Victorian pilot was on a mini-wing in gusty conditions. The wing suffered a symmetric collapse at approximately 10magl, resulting in bone fractures for the pilot on impacting the ground. In #1001, the WA pilot was flying a Buzz Z5 coming in to land. The pilot was out of their harness and had some brake on when they encountered some turbulence and dropped from a height of 3-4m agl. The pilot sustained back and spinal injuries but has made a full recovery. While coastal sites often present smooth laminar air, pilots need to be aware of changing conditions and be wary of any potential sources of turbulence, or areas of dead air, particularly in the lee-side of dunes. The use of brakes in close proximity to the ground can be fraught with peril. In AIRS #981 and #1006, the pilots were coming in to land and applied brake to manoeuvre. In #981 the wing stalled, and the pilot fell from about 10m agl; in #1006, one wing tip stalled, and the pilot impacted with rotation. Both pilots suffered spinal injuries. It’s important to remember to keep off your brakes when on final approach. You need to keep the wing open and maintain as much energy as possible. The risk of a stall resulting due to applying too much brake is very high. Another situation is where pilots allow them- selves to be boxed in when landing. In some cases, pilots are passing a clear landing area and pushing on further, ending up in an area with obstacles. In #1025, the pilot had been scratching down low, then realised they could not make the LZ and attempted to land in a small clearing. The pilot ended up in a tree with a broken arm. In #1059, the pilot had passed several safe landing options before colliding with a tree while avoiding a paddock with horses. The result was a fractured vertebra. Low saves do occur, but passing a safe landing option while holding out for a low save can lead you into a less than optimal landing situation with obstacles. Also, at lower altitude releasing thermals can be punchier than you would like. Small bubbles releasing close to the ground can also disrupt your intended course, pushing you into a situation where your flight path is extended into obstacles. Such was the case in AIRS #721, my (thankfully) only accident in Australia. I was descending nearly vertically when a bubble translated to forward motion. I had not positioned myself well and had a fence in front. A turn to the right was a bad decision as it meant I was then travelling downwind and ended up skidding in at speed, heading for another fence. My harness caught on the ground and I ended up with a butterfly fracture of the right collarbone. To summarise: ➲ ➲ When flying on the coast, beware of turbulence particularly in the lee of dunes. ➲ ➲ In all cases of a PG landing, keep your energy up during the landing and avoid using the brakes except to flare. ➲ ➲ Avoid falling into the trap of searching for a low save and passing safe landing options. Getting boxed in can be no fun. As always, fly safe. AIRS Report Wrap-up Remember to keep off your brakes during final approach. Fractured clavicle, before and after stabilisation – looks like the Tasman bridge with Lake Illawarra beneath it As pilots, the most dangerous phases of flight we encounter are when we are in closest proximity to terrain. Typically, during the launch and landing phases. Since I have commenced in this role, I’ve been struck by the number of accidents that occur during landing, and we ought to briefly take a closer look. by Iain Clarke, Safety Management Officer