Latest Safety Notices

Hairy Dave's picture

Pod harness safety

It seems the DHV are now addressing the issues of paragliding pod harnesses with dodgey reserve systems, back protectors, etc. and their inappropriate use by recreational pilots.

Their report is at http://www.dhv.de/web/en/safety/articles-statistics/pod-harness-test

Reserves and back protectors are just the glaring problems with some of these harnesses. There are numerous other areas in which some of these types are found wanting and I expect the DHV will get on the case in due course.

The taking off with the leg straps undone problem can only truly be solved when everyone does a proper pre-flight check before every launch.

Steve Purdie's picture

Eastbourne Airshow

Beachy Head and surroundings will be closed from Wednesday night until Monday for Eastbourne airshow.

See http://notaminfo.com/nationalmap for details.

Hairy Dave's picture

Ground inversion season - avoid a nasty surprise.

I hate to mention the word, but it's beginning to feel autumnal early morning and late evening some days. What we're feeling is a ground inversion, which has provided more than a few nasty moments for pilots. It works like this:

We're all familar with the ground heating in the day, heating the air touching it and making thermals. As the sun goes down the reverse happens.

The once-hot ground radiates it's heat energy. If there's no blanket of cloud to bounce it back, the energy is lost into space and the ground gets cold.

The air touching the cold ground gets cold and dense.

As evening draws into night, the layer of cold air gets thicker and colder, anything between a few feet and a up to several hundred feet, perhaps even a thousand.

We now have a lake of heavy, cold air over the land with the real air doing it's own thing over the top.

The autumnal feel happens when we're standing in the cold layer - it's cold, humid (even forming dew or mist) and less windy than in the day.

Risks to the unwary pilot are:

It's been windy all day and close to sunset the wind drops to flyable. If you fly and climb a bit, you might get up to the windy layer and find a turbulent surprise in the shear layer between the two. Above the shear layer it will still be as windy as it was all day.

The wind early morning is light and flyable (possibly with plenty of wind from the north as the cold layer flows out to sea, just like a river). With some sun on the ground, thermals start and climbing begins. If you get a decent early climb, you might get to the shear layer and receive a battering from the turbulence. If you get through that in one piece there might be a lot more wind above.

At about the point in the day when the thermals are strong enough to get our intrepid shear-layer researcher aloft, all those thermals belting through the cold layer stir up the whole system and mix the cold air in with the normal air above. That usually takes 10 minutes to half an hour and is not a nice time to fly. The thermals race up through the cold air, lumps of windy air from above are brought down and sensible pilots will be on the ground having coffee.

Once the mixing is complete and the ground inversion is gone, all the cold air having mixed up with the air above, thermal activity will slow right down. That's because the air over the fields is now warmer and the fields and their thermals need to get hotter to make the required temperature difference. After another coffee it should get going again and this time the climbs will go all the way up.

Signs that this might be the situation:

It's been a warm, breezy day and in the evening the wind slows as it cools off.

The skies are fairly clear allowing the energy to escape.

It's not windy on the ground, but the clouds are moving well.

The forecast is for wind, but it's not windy on take off.

The isobars and other higher level wind forecasts show wind but the simple forecasts for ground level wind show much less.

It's clearly shown on the forecast soundings.

You're soaring around take off where there's plenty of wind but not much lift. You get a bit low and slope land only to discover there's no wind at all. You're in the cold lake and only the top bit of the hill was sticking out in the breeze.

You're bottom landing into wind and at 10 feet the glider dives as it enters the cold, still layer and you land long (and fast). Hopefully you followed procedure and came in with excess airspeed and legs down so you didn't stall.

You've watched someone take off half-way up, climb 100 feet above the hill, take a series of collapses, then start going backwards.

Hairy Dave's picture

How to hold brake handles and survive

I've found the organisers initial statement regarding Dillip's death in Bulgaria (below). Apart from slow rescue services, the main issue is that he was found with a half deployed parachute and the brakes still in his hands. They suggest that holding the brakes and trying to deploy would influence glider behaviour. It would certainly impede throwing of the reserve.

I seem to remember that Dillip was in the habit of passing his hands through the brake handles so that they were around his wrist. This has resulted in similar incidents in the past where the pilot has been found it difficult or impossible to release the brakes quickly enough in order to throw the reserve properly.

However we choose to hold the brakes, it is essential that we are able to release them and and deploy without hesitation. Putting the handles over the wrists is a dangerous practice.

Official statement for accident 15 July 2012

Yesterday, Sunday 15 July, the indian pilot Dilip Kotecha falled at the upper part of Ravnets massif, north of Karlovo and Vasil Levski. Later he died from from internal bleeding and injuries.

He flew above the mountain, 120 m above the terrain, when according to witnesses he had collapses, spiral dive, rescue parachute deployment and hard impact into the ground. 5-10 minutes later 3 pilots landed next to him: Jan Minnaar, Ivelin Kalushkov and Daniel Dimov. They reported promptly the condition of Dilip - unconscious with irregular breathing and bleeding from the mouth. Mountain rescue helicopter was called and it arrived within 1 hour and 40 minutes. Unfortunately around 15:30 he stopped breathing. The helping pilots continued with CPR until the coming of rescue helicopter, when the doctor announced him dead.

It is difficult to find the reason of the accident because the weather conditions were normal and because Dilip was relatively experienced pilot, flying from 1995 and he attended SIV courses. He knew the terrain as he flew 5 competitions in Sopot area. He's been flying his glider - Ozone Mantra 4 for one year, had 100 hours on it and flew it in the crowded Czech Open and Skynomad Open in Sopot 2011.
The area of the accident is in the lee of a strong thermal trigger, which probably caused the initial turbulence and collapse. He was found with brake handles in his hands, which might slowed the deploying the rescue with them (the harness velcro for the rescue riser was not opened entirely and rescue container was 10 meters away from him). Trowing rescue with brake handle might influenced the glider behavior.

As far as the accident was not caused by organization failure, the competition will continue. Monday 16 July is a rest and respect day. Shambhala club will donate all entry fee money to Dilip's family and will support his son until his 18th birth day.

From the organization.

Steve Purdie's picture

Parachute Packing Error

I just repacked an Independence Annular EVO reserve which was last repacked by the owner under supervision at the Zip Slide event before Christmas.

The reserve had been folded at 90 degrees to the design plane. i.e. folded like an Apco Mayday, rather than the intended short concertina folds.

When packed in this manner the reserve opening will be delayed and it is not impossible that it will fail to deploy.

If you packed your reserve like this, please refer to me, The Loft or any Independence dealer for advice on how to do it properly.

The correct manual is very clear on how to pack the reserve.

Steve Purdie
SHGC Safety Officer

www.airworks.co.uk

Hairy Dave's picture

Safety alert - dodgey foreign tandem pilot on our hills

I've just been informed that our incompetent and presumably unlicensed / inunsured tandem pilot was today spotted crashing into the brambles at Newhaven. He's described as ginger and eastern european, flying a tandem with a funny name. The description of his activities was very scary and we need to act before someone gets hurt and / or site agreements are put at risk.

If anyone out there spots this guy or knows who he is, then please politely approach him and explain the error of his ways. Myself, Steve P, Windy John or no doubt any of the tandem instructors will be happy to help him sort out ratings and proper tandem training.

Not everyone reads this forum - please pass the word around.

Spies tell me he was possibly Russian and flying with his girlfriend. They were flying all new kit, an Aeros Phaeton Occupy wing, yellow / white (graphics bit like Ozone) and Gin harnesses.

Dave.

Steve Purdie's picture

DO NOT infringe the Olympics' Airspace

Steve Purdie's picture

Pre-flight check or die!

Also be extra careful with leg straps with a flight deck or a canoe (pg or hg) harness...

As we have seen here, a flight deck is enough to cause this problem, it is not limited to canoe harnesses. The mandatory pre-launch check which we all perform before each and every launch (!) will ensure this doesn't happen to one of us...

http://www.dhv.de/web/fileadmin/user_upload/monatsordner/2004-06/Ausbild...

We have had two serious 'failure to clip-in' events (FIC-ups!) within the club in recent years, one pg and one hg. Let's not have any more.

In a similar vein, always complete the check by confirming that the airspace is clear, including behind you, before starting to launch.

Steve Purdie's picture

DHV investigation of current beginner/intermediate gliders

http://www.dhv.de/web/en/safety/articles-statistics/ltf-a-and-b-class-sa...

Their summary:

The test series conducted here clearly supports the general suspicions regarding LTF and EN testing: the norms are at best a coarse sieve – large discrepancies are quickly found, but smaller ones may find their way through. We haven't found any really dangerous gliders in the A and B classes, but it is somewhat frightening to see gliders tested to be as safe as possible, that still require 60m of height to recover from a massive collapse. In doing so they pitch forward alarmingly, rotate through almost 360° and have sink velocities of over 20 m/s. This is not the kind of glider that belongs in the hands of a beginner. Accident investigations clearly show what beginner and low-airtime pilots tend to do in the event of a collapse – nothing! They are usually much too frightened and inexperienced to calmly and coordinately react in the heat of the moment. What they need in such a moment, irrespective of the piloting errors they may have made beforehand, is a particularly friendly glider with moderate reactions. This is often promised for the LTF-A class, but these promises are not always kept.

The performance gliders in the high-end B class are marketed, quite correctly, as cross-country machines. They belong in the hands of experienced pilots and are definitely not for “Sunday” flyers. The thin line between “just OK” and “clearly over-demanding” regarding what pilot skills are required to recover from instability provide a lot of food-for-thought. A slightly steeper folding angle on an asymmetric collapse, a bit more of the span on a frontal collapse or a little more sink in a spiral can change a moderate glider into one that's hard to recognise again. Between “typical behavior for its class”, and cravats, dives or stable spirals lies very little margin for error in some cases. Gliders in this segment are only for pilots capable of active flying, able to recognise the onset of instability and react immediately to prevent collapsing.

The general impression we were left with is that more intensive testing is required, and not just two norm flight tests for certification. To provide realistic judgments on glider characteristics, a test program with several collapses, stalls and dives is necessary. Only then can we determine the entire testing results bandwidth and inform pilots appropriately.

We often hear of the evil surprises that some gliders provide in extreme situations, such as the fatal crash last season of a school pilot after an asymmetric collapse, cravat and spiral dive into rocks. Or the pilot with 20 years experience who moved up to a high-end B glider and dies after not being able to exit from a spiral dive.

To simply write off these incidents as “pilot error, bad luck” does not do them justice. Paragliders are built for pilots, and pilots do make mistakes. In glider classes for beginners and low-airtime pilots passive safety characteristics must have utmost priority. And there we still have plenty of room for improvement.

Steve Purdie's picture

Advance Impress 3 reserve container issues

Subject: IMPRESS 3: Service Bulletin

As a result of new information the IMPRESS 3 reserve inner container has been remodelled and the permissible reserve volumes for the S and M size harnesses adjusted. The new container can be obtained free of charge from our dealers.

In recent weeks it has come to our notice that a few IMPRESS 3 pilots have had difficulties releasing their reserve parachute. Of course we take this seriously and have carried out and assessed hundreds of releases with various pilots and dealers. After detailed analysis, and after talking to the harness certification authorities we have come to the satisfactory conclusion that the current system works without problem, so long as the instructions in the manual are followed and the technical requirements adhered to.

It is clear that, independent of model, there are configurations (and always will be) that don’t work properly. These can be avoided by a proper compatibility check - always required for every reserve installation.

Having carried out all these tests we found that the formula for calculating the volume of a reserve (weight in kg x 2.7 = volume in litres) results in only a gross approximation: so from now on we will be specifying the maximum volume for each harness size. The IMPRESS 3 L remains at 7 litres, the M becomes 6.5 litres and the S has a maximum volume of 6 litres.

This large testing programme has certainly been of value to us. On the one side we can say with a clear conscience that the system is ok, on the other we were able, using the experience gained, to modify the inner container so that even more combinations will work flawlessly.

So that present as well as future IMPRESS 3 pilots can benefit from this improvement we have decided to give all IMPRESS 3 owners this new container. Progressively from March 21st we will be delivering our official dealers the appropriate number of inner containers so that you can supply this new pod free of charge for all the harnesses you sold already.

This new pod also replaces the version delivered from January, 2012 which brought an improvement for the reserves to the superior limit of the volume.

Team ADVANCE