Issued by the Safety Officer — gear recalls, site rules, airspace warnings and seasonal briefings. See Safety for general airmanship and etiquette guidance.
SUBJECT : Risk of difficulty in extracting the parachute with a STRIKE2 harness
PRODUCT IN QUESTION : STRIKE 2 index A1 harness, all sizes
ADRESSES OF THE DOCUMENT: All STRIKE2 owners.
TIME LIMIT : You must do this before your next flight.
https://www.supair.com/document/safety/Info_Safety_STRIKE2_rescue%20release_EN.pdf
SAFETY NOTICE
Reserve handle check is required for PROGRESS 3 & EASINESS 2 harnesses
This notice applies to PROGRESS 3 harnesses with serial numbers lower than 1147390, and EASINESS 2 harnesses with serial numbers lower than 1147140. The reserve handle must immediately be inspected by pilots of these har- nesses. The serial number of the harnesses can Be found on the back of the logo label next to the carrying handle on top of the rucksack. If this inspection is not satisfactory it is essential that the reserve handle and reserve container be changed before the next flight. Replacements will be provided by ADVANCE free of charge.
The reason for this notice is an incident with a PROGRESS 3 harness. When the reserve handle was pulled the yellow plastic release splint came away from the handle, so that the reserve parachute could not be released. In this case the pilot was, fortunately, not injured.
Initial internal investigations have shown that the attachment of the cable to the handle may have a defect which could be related to manufacturing procedure. Other harness models are not affected by this. Other PROGRESS 3 and EASINESS 2 harnesses (with serial numbers greater than the serial numbers above) are expressly not affected either, as from July 2018 the release handle in question was manufactured with different material and different processing.
As it cannot be ruled out with certainty that this is an isolated case, ADVANCE is launching a precautionary recall of all reserve parachute handles and reserve parachute containers on EASINESS 2 (serial numbers less than 1147140) and PROGRESS 3 (serial numbers less than 1147390) harnesses where the split pin cable cannot withstand a load of approx. 10-12 kg. Below we provide instructions for a simple test to determine whether the reserve parachute handle can withstand this required deployment force.
If the test is not satisfactory and the reserve parachute handle is affected, a new handle including container can be ordered free of charge at www.advance.swiss/en/recall/progress3_easiness2
We apologise to all affected PROGRESS 3/EASINESS 2 customers for any inconvenience caused by this safety notice. Reliable equipment and high quality workmanship have been ADVANCE‘s top priority for over 30 years. We continue to focus on the highest quality product and its assurance, and will continue to improve this continuously.
If you have any questions or doubts as to how to proceed, please contact ADVANCE or your dealer directly. Thun, 31 May 2024
ADVANCE Thun AG Tel. +41 (0)33 225 70 10 info@advance.ch Uttigenstrasse 87, 3600 Thun www.advance.swiss support@advance.ch
Reliable Paragliding Equipment advance.swiss
Instructions for the PROGRESS 3 and EASINESS 2 reserve parachute handle check
For PROGRESS 3 harnesses with a serial number lower than 1147390 and EASINESS 2 harnesses with a serial number lower than 1147140. Carry out the check on your reserve parachute handle according to the following instructions.
Tools required
• (Disposable) rubber gloves to prevent the cable from slipping out of your hand.
• Weight 10-12 kg, e.g. a rucksack or bag filled with weight in the form of 1.5 litre PET-bottles, sandbags or
other items.
• Line and possibly a carabiner to attach the weight.
• Reserve handle incl. inner container.
Preparation
1. Pull the reserve out of the harness.
2. Take the reserve parachute out of its inner container.
3. Attach the weight 10-12 kg to the reserve handle by a carabiner and/or line.
4. Put on a glove so that the yellow cable does not slip out of your hand, grasp it on one side of the handle and lift it until the entire weight is lifted from the ground.
5. Repeat step 4 with the yellow cable on the other side of the handle..
IMPORTANT: The yellow cable must not be gripped with pliers or similar metal devices. This can damage its smooth surface and jamb subsequent releases.
ADVANCE Thun AG Tel. +41 (0)33 225 70 10 Uttigenstrasse 87, 3600 Thun www.advance.swiss
info@advance.ch support@advance.ch
Reliable Paragliding Equipment advance.swiss
Assessment of the test result
1. The cable must not have any play or be able to be moved off centre. A minimal movement of approx. 2 mm is permissible due to the elasticity of the fabric.
2. If the cable can be pulled out on one side and not on the other, the handle and container must be replaced.
3. If the cable can be moved such that its sewing or threads are visible or frayed, the handle and container must be replaced without question.
4. Replace the container if you are not sure. This applies for any uncertainty, if you suspect point 2 or 3 or the test is inconclusive.
If the test fails and the reserve parachute handle needs to be replaced, you can order it free of charge by stating the serial number at www.advance.swiss/en/recall/progress3_easiness2
When you have received the new handle and inner container, have your reserve parachute put back into the container and installed in the harness by a specialist.
ADVANCE Thun AG Tel. +41 (0)33 225 70 10 info@advance.ch Uttigenstrasse 87, 3600 Thun www.advance.swiss support@advance.ch
From: david.knight@historicengland.org.uk
Sent: Sep 18, 2023 at 11:07 AM
To: secretary@shgc.org.uk
Subject: [Anything else] Drone flying on the South Downs
David Knight (david.knight@historicengland.org.uk) sent a message using the
contact form at https://www.shgc.org.uk/contact.
Good morning,
I'm just dropping you a quick line to let you know that we will be conducting
a drone survey (weather permitting) at Saddlescombe Farm, immediately
adjacent to Devil's Dyke, on the afternoon of Monday 25th September
(operating between approximately 15:00-17:00) and on Tuesday 26th September
(approximately 13:00-17:00). The drone flying is for survey purposes and will
be intermittent. I will be keeping quite low in the valley (approx 50m AGL),
but might need to rise up for a few shots. I will have observers with me at
all times to warn of any air proximity, but I thought it prudent to let your
club know in case there was any flying taking place on those days.
If you have any questions or concerns, please do feel free to contact me.
Many thanks,
Dave Knight
Good evening everyone. I'm going to be a litle long-winded I'm afraid, but do please try to stay engaged...
I had written the bulk of this report before I knew anything of the detail of Chris's presentation. Our members have had a significant array of incidents or positive feedback from failing to have had a scare when they really should have. I always think of flying in the melee as a danse macabre...Incidents only being avoided by a combination of full attention and not a little luck!
Approaching weather fronts or rain cells are often accompanied by the sudden arrival of strong winds, the gust front. It is better to familiarise yourselves with this phenomenon while safely sat on your glider on the ground and not while aloft.
Having the rain alarm app on your phone can really help with keeping track of approaching rain.
Keep a careful watch for the arrival of the sea breeze, which may be identified by the characteristic curtain cloud, but may only be evidenced by a lessening of cumulus cloud. Watching the surface of any water upwind will often be a very good indicator.
Sometimes the sea breeze will give you a lovely gentle ride to cloud base, but more often it will be turbulent, sometimes extremely so. Many, many pilots have had serious accidents when the sea breeze arrived.
Tying in with Chris' presentation you really must maintain situational awareness with regard to the wind strength and direction. And don't push your luck with sketchy conditions – we haven't had a serious accident caused by the weather since someone fell out of the sky in 2019, but if pilots carry on in this vein it won't be long before we have another...
May
Newhaven – A pilot outlanded on the rocks near Telscombe, causing an open fracture of the leg. We do keep harping on about this, the rocks are not a safe place to land and avoiiding injury when doing so is a matter of extreme good luck. Only the pebbled areas are safe to land on.
July
H&O - Pilot misjudged level of turbulence, suffered a deflation and autorotation. He went over the trees and was extremely lucky to walk away unscathed.
August
Dyke – Pilot apparently suffered some form of absence and only came to moments before a midair with a dual. Luckily the dual continued to fly but the solo pilot suffered major injuries and had decided to leave the sport.
Dyke – a pilot reported finding sink close to the slope and ending up flying through a bramble patch then gift wrapping a tree. This is far from the only episode of this nature that occurred last year, as every year. On a thermic day, when air is going up, it is also going down somewhere. Accord yourselves a greater margin for error whenever it is bouncy and where safe and possible, maintain a margin of speed so that you have energy to covert if required.
H&O – Experienced pilot launched from the south take off then suffered a possible stall after meeting descending air over the northern landing area. He observed that the wind was blowing over the back there and was possibly turbulent. Be mindful of possible wind directions and the effects this can have on the airflow. He got away with a jarring landing but noted that a good plf would have reduced the risk of injury considerably.
Always approach a landing in plf position, especially if the conditions are in any way difficult. Because there is little chance that you will get into plf position before impact if something does go amiss.
Caburn – Pilot suffered an inadvertent reserve deployment despite a, to be quite honest, unusually thorough pre-flight check. He landed uninjured but noted that had he sat immediately after launch, as far too many are wont to do, he would have been unable to get upright in time for the landing.
He was dragged by the reserve and observed that not all pilots know how to de-power a reserve in this situation; the solution is for one pilot to grasp the peripheral hem, or a line near to the hem if they are brave. The reserve will then stream and can be brought under control. Another option is to get downwind of the reserve and allow it to gift wrap you. This, of course, only works if the reserve is flying close enough to the ground to do so.
I inspected the harness and, like many, the handle was prone to pop out of the front retaining cloth – it does appear to be a fundamental design flaw but there are various solutions, up to and including using a single stitch of rotten cotton to secure the handle. (RC is a low strength cotton or nylon thread – test the solution then re-apply)
November
Dyke
NQP reached down to get into harness while still holding the brake. After some minor low level aerobatics he landed uninjured.
Video footage exists of a british pilot at StHilaire letting go of the brakes at about 100' ATO. He suffered a large deflation, was unable to regain the controls and fatally spiralled into the ground.
If you have to use your hands tho get into the harness, wait until you are established in your soaring pattern and are well clear of the hill.
Better still, improve your technique so that you don't need to let go of the brakes to get in, or buy a stirrup.
H&O
Conditions well off to the west. Mixing airmasses. Was nice to the east side of the bowl.
A PG pilot flew low in the west side of the bowl in a potentially turbulent area. Apparently he had a collapse, not large, followed by several "rotations" before arriving safely in a big ash tree near the bottom. The tree and surrounding bushes cushioned his arrival. He was unhurt and pilots recovered his wing from high in the tree.
Harks back to my earlier comment about being aware of the airflow and its potential risks when flying, especially here. Also there is a suggestion that the pilot may have overcontrolled the wing after the initial collapse. An SIV course, refreshed regularly, can help you avoid this.
2023 March
Pilot blown back into the gun emplacement near the coastguard tower. Suffering a broken leg.
I had not practiced any ground handling in quite some time and failed to de-power the wing correctly before it began to drag me backwards.
Over the winter period I had also not flown too frequently. It was my 3rd flying day of the year.
Also. I was wearing winter gloves due to the cold weather which I had not used Paragliding before. The reduced grip and dexterity affected my grip on the brakes and riser's whilst launching.
I feel if I had more ground handling practice and had been more current
in flying the accident would have been prevented.
Great assessment – Make one for yourself before you have an incident, not after.
Simultaneously, a launching pilot was blown back into the brambles and suffered considerable thorn injuries. His glider was not recovered that day.
Newhaven is typically flown when the wind strength is at the upper limits of a paragliders performance. You must be a master of your ground handling before attempting to launch there unaided.
Beachy Head
Another ground handling injury, this time only a twisted knee, but the lesson still holds. Practice, practice and practice your ground handling.
April
Beachy Head
A dual pilot had their P2 catch their foot in the pilot's flying suit foot strap, causing a minor drag. All known dual pilots have been warned. Do please ensure that your club membershoip record is up to date, especially if you're an instructor as it saves you money!
H&O
Pilot carried downwind low over the back by thermal activity. He flew downwind and fortunately landed clear of the rotor.
The best option if low is probably to fly crosswind rather than downwind.
No matter how experienced you may be, do be conservative in your weather assessments. It is always better to be down here wishing you were up there rather than up there wishing you were down here.
Caburn
NQP tore leg muscle making a misjudged top landing approach. He didn't get the lift he expected and was too slow turning it into a slope landing.
Think all the time. Think quickly and don't fly into the hill. If your groundspeed seems too high on a landing approach you are probably headed downwind. It is much more effective to turn into wind than to try to flare!
Hang Gliders
Koala landing technique. Probably all our hangies are now aware of this new technique, but just in case: When crashing transfer both hands to one upright and you rotate about that upright rather than getting a glider in the back of your neck.
That's all folks! Fly safely, keep your kit in good order and have a great 2023!
At this time of year in particular the weather is very volatile. Pilots are reminded that they need to maintain a watch both upwind and downwind for any approaching changes to the weather.
Approaching weather fronts or rain cells are often accompanied by the sudden arrival of strong winds, the gust front. It is better to familiarise yourselves with this phenomenon while safely sat on your glider on the ground and not while aloft.
Having the rain alarm app on your phone can really help with keeping track of approaching rain.
Keep a careful watch for the arrival of the sea breeze, which may be identified by the characteristic curtain cloud, but may only be evidenced by a lessening of cumulus cloud. Watching the surface of any water upwind will often be a very good indicator.
Sometimes the sea breeze will give you a lovely gentle ride to cloud base, but more often it will be turbulent, sometimes extremely so. Many, many pilots have had serious accidents when the sea breeze arrived.
Pilots should be aware that the trees in front of the launch at Firle have been slowly growing, despite the unintentional ministrations of various pilots over the years... We have asked if we could prune them but this request was denied.
In stronger winds these trees present a significant risk of rotor, which can extend to several hundred feet behind the car park.
Hence pilots should avoid launching or landing in the centre of the field and downwind thereof.
__________________________________________________
There are often large horse boxes and the like in site car parks. These can induce turbulence, so landing downwind of them should be avoided.
__________________________________________________
Many of our sites present rotor/turbulence hazards. No matter how experienced you may be, do read the sites guide regularly to refresh and/or update yourself on the known hazards. Remember, the sites are constantly changing as vegetation grows or is cut down.
There has been a minor incident where a dual P2 got their foot caught in the foot loop of the pilot's flying suit and a drag ensued.
Dual pilots should be aware of the risk and, where present but not used, the loops sould be made safe.
There are countless reasons to take a break from flying. Sometimes, life just gets in the way, whether it’s due to financial limitations, increased family or career responsibilities, or even health issues. But winter isn't one of them! Unfortunately many of our pilots don't see their wings from the end of September until spring boings back into view.
Lately we are starting to see those pilots who hibernated starting to show up on the hills like a bunch of hungry and slightly dozy grizzlies.
If you count yourself among their number, it really is beholden unto you to carefully brush up your kit and skills. At the very least give your kit a close inspection and repack your reserve(s). Three months is the optimum interval. You may wish to send it off to one of the various professional organisations that offer servicing, but if so, get it booked in now as they do fill up!
Charge all your electronics and upgrade any software and airspace files.
Once you have established that your kit is still airworthy you need to address yourself. Don't kid yourself, a layoff of nearly five months will make even the best consolidated pilot's ground handling rusty and if you only learnt in the last few years you may find that you have almost forgotten entirely how it is done.
Flying a desk is an easy way to re-familiarize yourself with fundamental flying knowledge, flight and weather planning, instruments, airspace, and in-flight workload management. Take the time to review checklists and emergency procedures: How to deploy your reserve, how to kill your wing if you are being dragged, etc.
Get yourself onto a landing field or your more local favourite bit of flat ground and spend a day or three refreshing your skills. It is really disappointing when a simple ground handling fail loses you half of the summer season and it happens every year...
Once you have got your ground handling up to speed, conservatively build up your flying. Start off with gentle early morning or late evening flights rather than diving straight into midday thermals & marginal winds. I have already encountered 3m/s thermals here this month, and that was at 17:30! Oh and by the way, it is excruciatingly cold at altitude right now.
Pick an easy site for your first few flights. Not Beachy Head cliffs or the Dyke on a weekend, but do recognise that if you are the only pilot on an SHGC site it is probably either the hours of darkness or the wrong site!
Consider scheduling some time with a coach or instructor to review basic skills and ease your way back into flying safely. You can’t “fail” a flight review. The point is to ensure that you continue to update and expand your skills as a pilot.
If there are fifty pilots already in the air, now might not be the best time for you to take off. But equally it is usually possible to find a part of the hill which, though it may not offer the best thermal activity, it is pleasantly uncrowded.
Note that most midairs seem to occur when the stress of flying in crowded conditions is absent. Either because of risk compensation or through inattentiveness because of complacency. So if you do manage to thermal away with just one or two others, do maintain a vigilant lookout.
All good things take time. Don’t get frustrated if you’re not feeling proficient right away. It’s well worth it to put in the hours to ensure your skills are sharp and you feel comfortable in the seat. Enjoy the process! Before you know it, you’ll be returning safely to the skies.
Steve Purdie
03/09/2023 - DHV:
Accidents involving FLARE Mustache
In January and February there were two fatal accidents involving German paraglider pilots using the Flare Mustache.
In South Africa (Lions Head) an experienced paraglider attempted to take off in a very strong cross wind (> 40 km/h, gusts >50 km/h) (Moustache 22). He lost control of the aircraft while it was being pulled up and was thrown against a rock by the crosswind while he was still on the ground.
In Austria, an inexperienced paraglider pilot had initiated a steep spiral with his Mustache 18, which after a short time turned into a spiral dive and could no longer be recovered. The rescue parachute, which was deployed too late, no longer opened fully.
The DHV points out that the Mustache is not a paraglider. The device is (in the small sizes) a hybrid of kite and speed flyer. The sizes 18 and 22 can be seen as a hybrid of kite and paraglider. The manufacturer markets the aircraft as a "para kite". The control and speed regulation is very different from that of a paraglider. Handling requires intensive training. The reflex profile makes the cap very stable and dynamic. It also allows ground handling and take-offs in very strong winds because the pilot is only slightly leveraged. This characteristic can lead pilots to misjudge the force and speed of the wind and to exceed their own personal limits. (Article on Flare Mustache on Lu-glidz )
The Mustache has been strength tested according to the EN 926-1 standard. However, there is no type test according to the LTF or EN standards, because no flight tests have been carried out as part of a type test. The device may therefore not be used as an air sports device in Germany. The manufacturer points out in the manual and on the glider that flights in strong thermals and turbulent conditions should be avoided at all costs. The Mustache is designed for low soaring flights in laminar wind and for use as a speed flyer. High-altitude flights are not one of the intended uses by the manufacturer.
There are no flight tests carried out by a type inspection agency. The extreme flight behavior, collapses, stalls, spirals, etc. has therefore not been tested and can differ significantly from classic paragliders due to the design.
Kortel Design
(images available on SHGC telegram group)
Safety note
A fatal accident this summer highlighted a potential problem with the compatibility of the Kanibal Race II and Race ST handles with the DiamondCross and Krisis Karre pods.
Description
The Kanibal Race II and Race ST rescue handle has a long attachment to accommodate the wide variety of pods on the different rescue parachutes available on the market, in order to ensure that the rescue parachute can be properly extracted from the harness container in any configuration. However, in some cases, the attachment of this handle can lead to an excessive total length, which can cause the handle to become entangled with the lines of the rescue parachute, preventing it from deploying properly. In the specific case of this accident, the connection of the handle to the pod triangle of the Diamond/Karré rescue parachute brings the length to 50-52cm (pod to top of handle).
Read the DHV report
Procedure
To avoid the risk of tangling, the total length with the current handle should be reduced to about 40cm.
To do this, simply tie a knot just after the lark's head connecting the handle to the pod.
Current setup, showing the total length at 50-52cm from the base of the pod to the top of the handle.
Lark's head knot
Release the knot
Measure approx. 10cm
Tie a simple knot
Tighten the lark's head
Check that the final length is about 40cm
Once the length modification is done, it is recommended to install the rescue parachute in the container of the Kanibal Race II and Race ST, as shown on the right.
Other pod models, with extended attachments or special connection points, may require the same type of modification, with individual length adaptation.
The general principle is to reduce the final length as much as possible (to limit tangling), but to keep a sufficient length to guarantee the opening of the harness container and the correct extraction of the pod.
We remind you that it is imperative to perform an extraction test after each installation of a rescue parachute in a harness of any kind.
Kortel Design
1096 Av. André Lasquin
74700 SALLANCHES
info@korteldesign.com
+33(0)9.50.10.73.27
Over the years SHGC members have suffered many serious accidents. A common failing seems to be that of failing to allow the glider to resume normal flight after an event.
Most gliders that are in trim and not overly permeable ('porous') will resume normal flight from a stalled or spinning configuration by simply releasing the brakes; it is very rare that the pilot benefits from continuing to hold the glider back after the initial event has recovered until they hit the ground (Piloting the wreckage to the scene of the crash...)
Distilling years of training, flying and SIV courses into a few simple rules, this being no substitute for training and currency:
1. If in any doubt, deploy your reserve. Never think that you are too low to deploy. Repack your reserve every three months to ensure it will open as quickly as possible. Learn to do it yourself!
2. If the glider front collapses through 50% or less, use weight shift and a minimum of brake to maintain a safe course. If you have brake applied when the wing collapses, do not release it as you will initiate a dive.
3. If the glider front collapses through greater than 50%, allow the initial surge to proceed, releasing brake if already applied, then once it has surged as far as it will, counter the turn/dive using brake to perform a controlled swoop under the wing, during which most of the wing should re-inflate and the remaining deflation may be treated as per 2 above.
4. If the glider suffers a full frontal deflation, especially if it is EN-C or above, immediately pump both brakes as fast and fully as you can and immediately release them fully. Only catch the recovery surge if it goes beyond 30 degrees or so. Do not stall the wing. Watch https://youtu.be/YI_x9nSgs68
5. If the glider spins, immediately release the initiating brake. Only release the other brake if the wing doesn't immediately recover.
6. Practice slow flight while very close to the ground (<1m) when slope landing. Do not practise slow flight when top landing while several metres above the ground.
7. Learn to recognise and recover deep stall while ground handling.
8. Cravattes - The simplest procedure for managing cravattes is to pull a big ear, a two line big ear or a 50% deflation to incorporate and thus negate the cravat. Pilots of higher aspect ratio wings may also use the Enleau technique, but this isn't a universal fix.
9. Inadvertent spiral dives - Pull both brakes to slow the dive then weight shift and steer out of the spiral. This should result in a powerful pitch back and climb. At this juncture put the brakes all the way up and look up for the wing. At the top of the climb, modern wings surge aggressively. Allow the surge to proceed to about 30 degrees then stop the dive with a brief application of the brakes then immediately release all brake to allow the glider to regain flying speed.
10. Watch Instability 2 until you can recite Bruce's dulcet tones backwards whilst sat inside the washing machine on a spin cycle. Use self visualisation techniques to help reinforce those words.
H2237/21: Overflying restriction limitation
Q) EGTT/QROLT/IV/NBO/W/000/027/5051N00005E003
AN EQUESTRIAN EVENT WILL TAKE PLACE IN LOW FLYING AREA 18
WI 2NM RADIUS OF PSN 505104N 0000452E (FIRLE PLACE, SUSSEX)
MILITARY AIRCRAFT SHALL AVOID THE AREA FROM SURFACE TO 2000FT AGL.
21/05/045 LFTP
LOWER: Surface, UPPER: 2,700 Feet AMSL
FROM: 15 May 2021 04:10 GMT (05:10 BST) TO: 16 May 2021 19:44 GMT (20:44 BST)
SCHEDULE: Sunrise to sunset
Doesn't directly affect us, but best we keep clear anyway.
Categories: Aerodrome safety, Airline operations, Airline safety, Airspace alerts, Balloons, Drones, Gliders, Microlights, Offshore helicopters, Private pilot aeroplane, Private pilot helicopterNotification of jamming trial impacting GNSS (GPS) 22 – 31 March 2021
Jamming activity will take place between the 22 and 31 March 2021
Jamming equipment will be located within a 250m radius of 520828N 0043415W.
Activity may affect GNSS equipment within a range of distances as specified in the associated AIP Briefing Note.
During the trials impacted systems may suffer intermittent or total failure. An associated NOTAM has been raised.
For further information or feedback on this activity contact ABERANGECON@qinetiq.com
Emergency cease jamming contact: 01239 81 3480
SW2021/058
The CAA
Aviation House
Beehive Ring Road
Crawley
West Sussex
RH6 0YR
www.caa.co.uk
Main Switchboard
0330 022 1500
© 2021 The CAA.
All rights reserved.
https://www.gingliders.com/en/safety-notices/2021-02-03-genie-lite-3-safety-notice/
Summary
The ends of the rods forming the reserve pins may have been thickened when they were heat sealed. Any such thickening must be removed before the harness is next flown.
Class D, F and G VMC requirements
Through the Aviation Safety (Amendment) Regulations 2021, on 20 May 2021 the UK will implement an amendment to SERA.5001 Table S5-1 that modifies the VMC visibility and distance from cloud minima in airspace Classes D, F and G. From 20 May 2021, pilots will be deemed to have complied with the requirements of SERA.5001 when operating at or below 3,000 ft AMSL, or 1,000 ft above terrain, whichever is the higher, if they are flying:
Within Class D airspace:
a) During day only;
b) Indicated airspeed of 140 kts or less;
c) Remains clear of cloud with the surface in sight and;
(i) For aircraft other than helicopters, with a flight visibility of at least 5 km;
(ii)For helicopters, with a flight visibility of at least 1,500 m.
Within Class F and G airspace:
a) During day only;
b) Indicated airspeed of 140 kts or less;
c) For all aircraft, with a flight visibility of at least 1,500 m.
Safety Note Woody Valley GTO light 2
Priority level: High
During the first combination of a GTO light 2 with the reserve parachute, a dealer noticed the absence of a seam on the loop from the reserve parachute attachment in the shoulder area. One of the shoulder loops was not correctly sewn, but only pre-glued.
We call on all GTO-light-2 owners to check the reserve parachute attachment on their harness before the next flight. The harness must not be flown without this. The compartment is located in the back of the neck and is accessible via a zipper.
In the eyes of a desperate and rusty pilot Saturday’s forecast could look epic. However, the various forecast models are not in agreement regarding how little, or rather how much, wind there will be. Some forecasts are currently showing winds strong enough to blow gliders back at 1500’ and of perhaps 13-15 knots in the landing field. This is double what we like to see. Notwithstanding the underlying wind we are also expecting thermal strengths of perhaps 3m/s at low level with very little reduction in strength until evening. If it is too windy don't push your luck - The hill will still be there tomorrow! Remember, if you break yourself, you'll miss much more flying than just one day’s gale hanging...
Remember that red ribbon pilots are not permitted to slope land at Devils Dyke unless under direct supervision.
It has been notable how close together everyone has been flying on the few occasions that it has been possible to fly at all. Please do try to give each other more room. Also telegraph your next move as clearly as possible. I'm not saying give hand signals, though not a bad idea, just make it obvious where you are planning to go and try not to make erratic course changes when others are close.
Once again, a number of pilots have 350'd into the hill, or very nearly so, recently. Fortunately they had all very nearly completed their turn and so got away with little more than a surprise stop. I would hazard that in most cases this was not caused by inexperience, but by rustiness and desperation to fly. Do take extra care flying at rising ground and remember that your skills will have atrophied considerably given the lack of flying this last year.
In stronger winds it is particularly important that, when top landing, you get your glider pointing into wind, even if you have already landed. With a paraglider it is never too late to be able to turn into wind, just too late to choose to do so. This will slow your progress across the ground significantly and may save you having to explain yourself to an irate pilot who's laid out wing you just trashed.
In that regard, please do not carpet the top landing area with gliders. Rig and launch or, if you intend to wait, mushroom your kit. It is less likely to blow away and less likely to be landed on. Not to mention that it gets less UV exposure.
In the same vein, don't attempt to land anywhere near rigged hang gliders. The current batch cost into five figures and your insurer would not be keen to reimburse you.
Mind the ice cream van and the inevitable hordes of the great unwashed!
Important notice folks.
There's been a complaint about gliders flying low over someone sunbathing in their garden at caburn. It's not clear which house, were still investigating.
We all know not to fly over Brigdens cottages (near the parking field)
It could be other nearby residents. Maybe the cottages south of the launch.
Please can everyone maintain at least the minimum 500 feet clearance from all houses. Avoid thermalling or lurking over the houses. Stay away as much as possible.
Always and especially at this strange time we need to keep our neighbors happy.
More info to follow when there is some.
Please pass this message around.
Thanks. Dave Lewis, sites Officer
No CP with less than 10 hrs flying time may slope land on any SHGC site. Bottom land and walk or, in more normal times, hitch a lift back up.
Rules Of The Air
1 - Avoid a collision at all costs.
It is your responsibility to avoid collision. Accusation and counter accusation about how two or more aircraft collided ignores the basic rule that each of us must take action to avoid collision. If the air is too crowded do not take off. If an aircraft is being flown erratically, give it a wide berth and talk to the pilot on the ground later.
2 - Gliders converging. The glider on the right has priority.
3 - Overtaking. Overtaking aircraft keeps clear.
4 - Landing. A lower aircraft has right of way if they are landing..
5 - Thermalling. Circle only to the right below 1000ft ATO on all SHGC sites.
6 - Gliders approaching head-on. Break right to avoid collision.
How to protect our sites:
Always park your car in an agreed area.
Don’t park on grass verges or in such a way as to cause an obstruction to other users.
Shut and lock the caburn gate as soon as you've been through.
Pick up all litter, whoever dropped it.
Keep quiet, unless notifying a pilot of an emergency situation.
Use only recognised gates and paths. Don’t climb over gates, do not take a short cut over any fences.
THANK YOU everyone for making efforts to reduce crowding at the Dyke today, even though the conditions made it challenging.
Conditions were very strong inland, but the cirrus calmed things down a lot in Sussex.
When we release safety info, it comes after discussion among the SHGC safety group - a bunch of instructors and pilots who are all trying to ensure the long term success of flying in Sussex.
We give safety updates not to try and curtail anyone's freedom but in our collective interest.
Thanks everyone for your careful flying or for choosing to leave it for a more suitable day.
The SHGC safety group - John Turzak, Dave Massie, Ghandi, Dave Lewis, Jess Cox, Jenni Fleming, Phil E, Chris Aeterger, Steve Purdie and Hugh Miller
http://www.nats-uk.ead-it.com/aip/current/misc/BRIEFING_SHEET_SOLENT_CORRIDOR.pdf
Dear Pilots.
A recent busy ridge soaring day at Firle has highlighted the fact that many people have forgotten (or never learned) about the hazards of flying with model aircraft and how to avoid them. Aeromodels are a regular sight on our busy slopes and most of the model pilots are skilled and responsible airmen. They should be insured members of a model association and follow a well developed code of practice. For us glider pilots they can be an asset as local metrologists and wind dummies.
The danger of collision is quite obvious and very real. In the past there have been several collisions on our sites, including a fatality where an impact with a hang glider caused a complete structural failure, at a height too low for a parachute to save the pilot.
It should be bourne in mind that when flying a model the pilot will be fixedly staring at his aircraft. This tunnel vision effect means that by the time he has become aware of a hang glider or paraglider entering his narrow field of vision, he has very little time to plan and execute avoiding action. For this reason we have agreed that when a glider pilot is approaching an area where models are flying he should make his approach known by shouting a friendly warning along the lines of “Hello! Paraglider coming through!” Thus the model aircraft pilot has much more time to assess the situation and take safe action. Clearly we should pass the area of intense model activity quickly and directly.
It is worth noting that the pilot of a model has very poor depth perception, making it very hard to judge if his machine will pass in front of, or behind another craft. Or hit it. When another aircraft is nearby the model pilot should always manoeuvre to ensure “visual separation”. i.e. that the two craft will always be separate up and down, or left and right but never occupy the same point in his vision.
This and other important safety information is included in the SHGC sites guide.
Happy flying,
Dave Lewis, SHGC Sites Officer.
Ticks appear to be around in large numbers this year. Perhaps because of the lack of winter frosts.
They are known to transmit Lyme's Disease in Sussex. Lyme's Disease is very serious and can have life changing consequences.
They have been spotted so far at Caburn and below Firle.
They wait on blades of grass and crawl onto warm things, like unprotected legs. There they bury their barbed feeding nozzle and fill up with blood. Eventually they will drop off.
If removing one do not squeeze it or apply any of the old wives remedies. If they regurgitate their contents chance of infection is much higher. Instead cut a V into a piece of thin, stiff plastic and use it under the head like a claw hammer to pull them out whole. The barbs are like a Christmas tree, so twisting can help.
The tick can be kept for later analysis. They can be tested for the disease before the victim's symptoms develop.
Early symptoms are described as a red "bulls eye" reaction. If you have one of those, even if you didn't see the offending beast, then you should suspect Lyme's disease and seek medical advice urgently.
Long trousers, not sitting around in livestock fields and DEET insect repellent can help avoid bites. Or staying in the air. It might be an idea to avoid leaving harnesses lying in the grass.
Just received from Ozone:
“We have found a potential issue with the Ozium2 reserve pod and have issued a safety notice.
Please check our website for the full details.
Replacement pods are being prepared and will be sent out asap.
Ozium2 harnesses must not be flown before the pod has been replaced”
TEMPO DANGER AREA (TDA) ESTABLISHED (EG D198) WI AREA BOUNDED BY
505554N 0000721W - 505046N 0000240E - 504958N 0000139E - 505508N
0000822W - 505554N 0000721W (DITCHLING, EAST SUSSEX). BEYOND VISUAL
LINE OF SIGHT UAS OPERATIONS CONTAINED WHOLLY WITHIN THE TDA. A
DANGER AREA ACTIVITY INFORMATION SERVICE (DAAIS) WILL BE AVAILABLE
FROM FARNBOROUGH LOWER AIRSPACE RADAR SERVICE EAST 123.225 MHZ.
2018-05-0267/AS2
Mike Meier, of Wills Wings hang gliders fame, wrote this article for the US Hang Gliding magazine back in 1998. As I see it, the only thing that has changed since then is that the sound of fracturing aluminium has been largely replaced by that of ripping cloth, but the pretext remains the same and is relevant for all free flight pilots:
If I were to ask you to characterize the view that the “uninformed public” has of hang gliding, what might you say? You might say that they think of hang gliding as a “death sport,” or, at the very least, an “unreasonably unsafe activity.” You might say that they think hang glider pilots are “thrill seekers” who recklessly disregard the inherent risks in what they do. You might say that they are under the mistaken impression that hang gliders are fragile, unstable flying contraptions blown about by the winds and only partially, and inadequately under the control of the occupant.
If confronted by this attitude in a spectator, how might you respond? You might say that once upon a time, in the very early days of the sport, it was true that gliders were dangerous, and pilots behaved in an unsafe manner. You might point out that in recent years, however, the quality of the equipment, the quality of training, and the level of maturity of the pilots have all improved immeasurably. You might point to the fine aerodynamic qualities of today’s hang gliders, the rigorous certification programs in place for gliders, instructors, and pilots, and you might give examples of the respectable occupations of many hang glider pilots; doctors, lawyers, computer programmers. You might make the claim that hang gliding today is one of the safer forms of aviation, and is no more risky than many other action oriented sports.
Later on, you might laugh about the ignorant attitude of the “woofo.” Or, you might wonder, “Why is it, after all these years, that the public still doesn’t understand? Why can’t we educate them about what hang gliding is really like, and how safe and reasonable it really is?”
So now let me ask you another question. What if they’re right? What if they’re right and we’re wrong? And what if I can prove it to you?
Let’s take a look. First of all, you have to admit that year after year we continue to kill ourselves at a pretty depressing rate. Anybody that’s been around this sport for very long has probably lost at least one friend or acquaintance to a fatal hang gliding accident. Most of us who have been around for more than 20 years have lost more than we care to think about. It’s true that we have seemingly made some improvement in the overall numbers in the last twenty five years; between 1974 and 1979 we averaged 31 fatalities a year. Since 1982 we’ve averaged about 10 per year. In the last six or eight years, we may have dropped that to seven per year. On the other hand, what has happened to the denominator in that equation? In 1978, there were 16 U.S. manufacturers viable enough to send teams to the manufacturer’s competition in Telluride. Today we don’t even have a manufacturer’s competition. My guess is that the fatality rate hasn’t changed much, and almost certainly hasn’t improved in the last ten years. I’d guess it’s about one per thousand per year, which is what I guessed it was ten years ago.
So the question is why? The equipment gets better and more high tech every year, we know more about teaching than ever, we’ve got parachutes, rockets to deploy them, full face kevlar helmets, wheels, FM radios for emergency rescue. We’re all about 20 years older, and commensurately wiser and more conservative. How come we’re not safer?
I’ve been asking myself variations on this question for as long as I can remember. Three years ago I had an accident, and in thinking about that accident I thought that maybe I had stumbled onto some little insight into the answer. I’ll share it with you.
Here’s the story. (If you don’t like reading “there I was” stories, or other people’s confessional accident reports, skip this part. I won’t be offended.) We were out doing some production test flying at Marshall Peak in San Bernardino. For those of you who haven’t flown there, Marshall is a rounded knob in the middle of a 2200? tall ridge in the foothills along the northern border of the east end of the Los Angeles basin. It’s a very reliable flying site; probably flyable 300 days a year and soarable on most of them. It was July, in the middle of the day, but the conditions were not particularly strong. We were landing on top, which we do whenever conditions are not too rowdy, because it vastly enhances efficiency. I was flying a Spectrum 165, and setting up my approach. I’ve logged about 100 top landings a year at Marshall for each of the last 15 years. Even so, I know for a fact that at the time, I was not complacent. I know because I have a clear memory of what I was thinking as I set up my approach. In two weeks, I was due to leave on a three week family vacation abroad, and I was thinking, “You damn well better not get yourself hurt before your trip or your wife is going to kill you.” At the same time, I wasn’t anxious. I was flying a Spectrum, the conditions were only moderate. I’d made lots of successful landings on more difficult gliders in more challenging conditions. I hadn’t had an unsuccessful landing attempt in longer than I could remember. I was relaxed, yet focused. My intent was simply to fly a perfect approach. Such intent is always a good idea when top landing at Marshall; the landing is challenging, and a sloppy approach can quickly get you into trouble. I knew exactly where I wanted to be at every point in the approach, position, heading, altitude and airspeed. I executed the approach exactly as I wanted to.
You top land at Marshall half crosswind, gliding up the back side of the hill. You come in hot, because the gradient can be extreme, and there’s often some degree of turbulence. The time interval from 40 mph dive, through round out, to flare is very short. I was halfway through this interval, past the point where one is normally rocked by whatever turbulence is present, when both my left wing and the nose dropped suddenly and severely. I went immediately to full opposite roll control, and managed to get the wings and nose just level when the basetube hit. Having turned 90 degrees, I was traveling mostly downwind, at a groundspeed of probably 30 mph. The right downtube collapsed immediately, and the right side of my face and body hit the ground hard.
Very briefly, I thought I might die. For a slightly longer time, I thought about paralysis. Within a minute, I knew I was mostly ok. In the end, I got away with a slightly sprained ankle, and a moderate case of whiplash. I had three weeks to think about the accident while I bounced around the rutted dirt roads of East Africa trying in vain to keep my head balanced directly over my spine to moderate the pain.
The thing was, I never considered at the time of the landing that I was anywhere near “pushing the envelope.” I’ve done dozens of landings at Marshall where I did feel that way. All during the previous two summers I had been top landing RamAirs at Marshall in the middle of the day in much stronger conditions. I had never had a crash. Thinking about it, I couldn’t even remember the last time I had broken a downtube. I tried in vain to think of a clue that I had missed that this was going to be a dangerous landing. Finally, I was left with only one conclusion. What happened to me was nothing more or less than exactly what the potential result was, during any of the times I had landed under similar, or more challenging circumstances. That was a dangerous landing because of what could have (and did) happen. The corollary, of course, is that all the other landings I had done, on more challenging gliders, in more challenging conditions, were also dangerous. (In fact, they were more dangerous.) And they were so in spite of the fact that no bad results ensued in any of those landings.
And suddenly I felt like I was beginning to understand something that I hadn’t previously understood.
You see, here’s how I think it works. The overriding determinant of pilot safety in hang gliding is the quality of pilot decision making. Skill level, experience, quality of equipment; all those things are not determinants. What those things do is determine one’s upper limits. More skill gives you a higher limit, as does more experience or better equipment. But safety is not a function of how high your limits are, but rather of how well you stay within those limits. And that, is determined by one thing; the quality of the decisions you make. And how good do those decisions have to be? Simply put, they have to be just about perfect. Consider the type of decisions you have to make when you fly. Do I fly today? Do I start my launch run at this time, in this cycle? Do I have room to turn back at the hill in this thermal? Can I continue to follow this thermal back as the wind increases and still make it back over the ridge? Each time you face such a decision, there is a level of uncertainty about how the conditions will unfold. If you make the “go” decision when you’re 99% sure you can make it, you’ll be wrong on average once every 100 decisions. At 99.9%, you’ll still be wrong once every thousand decisions. You probably make 50 important decisions for every hour of airtime, so a thousand decisions comes every 20 hours, or about once or twice a year for the average pilot.
So, to be safe, you have to operate at a more than 99.9% certainty. But in reality, 99.9% is virtually impossible to distinguish from 100%, so really, for all intents and purposes, you have to be 100% sure to be safe.
And now I think we can begin to understand the problem. Let’s first consider this; we all have a strong incentive to make the “go” decision. The “go” decision means I launch now, relieve my impatience to get into the air and avoid the annoyance of the pilots waiting behind me, instead of waiting for the next cycle because the wind is a little cross and the glider doesn’t feel quite balanced. It means I turn back in this thermal, and climb out above launch and stay up, instead of taking the conservative choice and risking sinking below the top and maybe losing it all the way to the LZ. It means I choose to fly today, even though conditions are beyond my previous experience, rather than face listening to the “there I was” stories of my friends in the LZ at the end of the day, knowing that I could have flown but didn’t, and knowing that they did and were rewarded with enjoyable soaring flights.
So the incentive is there to choose “go.” The only thing we have to counter this incentive is a healthy respect for the possible dangers of failure, and our ability to evaluate our prospects for success. And here’s where we get caught by a mathematical trap. Let’s say I’m making my decisions at the 99% level, and so are all my friends. Out of every 100 decisions, 99 do not result in any negative consequence. Even if they’re bad decisions, nothing bad happens. Since nothing bad happens, I think they’re good decisions. And this applies not just to my decisions, but to my friends’ decisions as well, which I observe. They must be good decisions, they worked out didn’t they? The next natural consequence of this is that I lower my decision threshold a little. Now I’m making decisions at the 98% level, and still, they’re working out. The longer this goes on, the more I’m being reinforced for making bad decisions, and the more likely I am to make them.
Eventually, the statistics catch up with me, and my descending threshold collides with the increasing number of opportunities I’ve created through bad decisions. Something goes wrong; I blow a launch, or a landing, or get blown over the back, or hit the hill on the downwind side of a thermal. If I’m lucky it’s a $50 downtube or a $200 leading edge. If I’m unlucky, I’m dead.
If we can agree at this point that making 100% decisions is the only safe way to fly, it then becomes interesting to consider, as an aside, what the sport of hang gliding would look like if we all operated this way. Pilots would choose to fly in milder, safer weather conditions. They would operate much more comfortably within their skill and experience limitations. They would choose to fly more docile, more stable, easier to fly gliders. Landings would be gentle, and under control. Hang glider manufacturers would sell two downtubes and one keel for every glider they build (the ones that come on the glider) instead of three or four replacement sets like they do now. There would be far, far fewer accidents. (As it is now, there are about 200 per year reported to USHPA.) There wouldn’t be any fatalities, except maybe for one every couple of years if a pilot happened to die of a heart attack while flying (it’s happened once so far that I can remember).
Since this isn’t anything like what the sport of hang gliding does look like, we might conclude that hang gliding, as it is presently practiced, is an unreasonably unsafe activity practiced by people who lack a proper and reasonable regard for their personal safety. In other words, we might conclude that the “uninformed public” has been right about hang gliding all along.
If you don’t like that conclusion, I’m pretty sure you’re not going to like any of the coming ones either. But let’s first ask this question, if we wanted to address this problem of bad decisions being reinforced because they look like good decisions, how would we do it? The answer is, we need to become more critically analytical of all of our flying decisions, both before and after the fact. We need to find a way to identify those bad decisions that didn’t result in any bad result. Let’s take an example. You’re thermalling at your local site on a somewhat windy day. The thermals weaken with altitude, and the wind grows stronger. You need to make sure you can always glide back to the front of the ridge after drifting back with a thermal. You make a decision ahead of time, that you will always get back to the ridge above some minimum altitude above the ridge top; say 800 feet. You monitor your drift, and the glide angle back to the ridge, and leave the thermal when you think you need to in order to make your goal. If you come back in at 1000? AGL, you made a good decision. If you come back in a 400, you made a bad decision. The bad decision didn’t cost you, because you built in a good margin, but it’s important that you recognize it as a bad decision. Without having gone through both the before and after analyses of the decision, (setting the 800 foot limit, observing the 400 foot result), you would never be aware of the existence of a bad decision, or the need to improve your decision making process.
This was one of the main ideas behind the safe pilot award. The idea wasn’t to say that if you never crashed hard enough to need a doctor, you were a safe pilot. The idea was to get pilots thinking about the quality of their decisions. Not just, “Did I get hurt on that flight?”, but “Could I have gotten hurt?” During the first couple of years of the safe pilot award program, I got a few calls and letters from pilots who would tell me about an incident they’d had, and ask for my opinion as to whether it should be cause for them to re-start their count of consecutive safe flights. I would give them my opinion, but always point out that in the end it didn’t matter, what was important was that they were actively thinking about how dangerous the incident had really been; i.e. what was the actual quality of their decision making.
Looking back on it now, I would say that the criteria for a “safe flight” – (any flight which didn’t involve an injury indicating the need for treatment by a licensed medical professional) – was too lenient. Today I would say it shouldn’t count as a safe flight if, for example, you broke a downtube. A few years ago (or maybe it was ten or twelve, when you get to be my age, it’s hard to tell), we had a short-lived controversy over “dangerous bars.” The idea was that manufacturers were making dangerous control bars, because when smaller pilots with smaller bones crashed, their bones broke before the downtubes did. (Today, most of the complaints I hear are from the other side, pilots who would rather have stronger downtubes even if their bones break before the downtubes, because they’re tired of buying $65 downtubes, which they’re doing with some regularity.) I have a different suggestion for both of these problems. Why don’t we just stop crashing?
Of course I know why. The first reason is, we don’t even recognize it as “crashing.” I continually hear from pilots who say they broke a downtube “on landing.” (I even hear from pilots who tell me – with a straight face, I swear – that they broke a keel, or a leading edge “on landing.”) The second reason is, we don’t think it’s possible to fly without breaking downtubes from time to time. I mean after all, sometimes you’re coming in to land and the wind switches, or that thermal breaks off, or you’re trying to squeak it into that small field, and you just can’t help flaring with a wing down, sticking the leading edge, ground looping, slamming the nose (WHAAAAACK!) and breaking a downtube.
We regularly observe our fellow pilots breaking downtubes, which also reinforces our perception that this is “normal.” I’m going to go out on a limb here. I’m going to say that if you’ve broken more than one downtube in the last five years of flying, you’re doing something seriously and fundamentally wrong. Either you’re flying too hot a glider for your skills, or you’re flying in too challenging conditions, or at too difficult a flying site.
Now let’s ask one more thing. If hang glider pilots stopped dying, and if hang glider landing areas stopped resounding with the sound of WHAAAAAACK every second or third landing, (in other words, if hang gliding started looking like fun, instead of looking both terrifying and deadly), do you think maybe the public’s perception of the sport might change? (Not do you think more of them would want to do it, in truth, no they probably still wouldn’t.) But do you think maybe they’d stop thinking we were crazy for doing it?
Maybe they would.
And maybe they’d be right.
Affects only Silver lined reserve containers with an unreinforced single handle attachmwnt loop. See s.n. attached.
http://www.advance.ch/en/home/news-pages/sicherheitsmitteilung-retter-verbindungsleine/
The connection between the V-lines and the reserve on all EASINESS and EASINESS 2 reversible harnesses must be changed at the next opportunity. A replacement connection line can be obtained from ADVANCE free of charge.
A routine spot check of ADVANCE incoming goods has revealed that the connection between the V-lines and reserve on the EASINESS and EASINESS 2 reversible harnesses does not conform to the French manufacturer Techni Sangle’s guaranteed quality, in other words it is not strong enough. Because it cannot be assured beyond doubt that all the already-built connection lines conform to the required strength based on the inspection sample, ADVANCE have instigated a precautionary recall for all reserve V-connection lower lines for the EASINESS and EASINESS 2 harnesses. Other harnesses conform to their specifications and are not affected. Because of the measured values discovered on the spot check it is possible that a reserve thrown with such a connection at maximum load (120 daN) and at a speed approaching that of free fall might experience a strength problem. Even though such a set of circumstances is extremely unlikely to occur in practical use, we advise all owners of EASINESS and EASINESS 2 reversible harnesses to order the free replacement kit and refit this connection line as soon as possible. Ordering the replacement kit and a guide to how to fit it is online on www.advance.ch/easinessrecall For all of their almost 30 years ADVANCE have put the highest priority on good workmanship and excellent products. This is why we get the greater part of our prepared raw materials and fittings from high quality European manufacturers. Nevertheless, even with the greatest diligence and foresight technical problems with materials can, unfortunately, not be completely ruled out. We apologize to all EASINESS customers for any concerns or inconvenience raised by this safety notice. If you have any questions or are uncertain what to do please contact your ADVANCE dealer.
FAQ
Which connection line on which EASINESS/EASINESS 2 reversible harness is affected?
It is only the main line (the strap that actually connects to the reserve) of all EASINESS (delivered from 2012 till 2016) and EASINESS 2 (delivered from 2016 till May 2017); not the top V-section which leads to the shoulder mountings. How can I see if my EASINESS/EASINESS 2 already has a new connection strap that does not have to be changed?
The new section is black – not red, as previously. Furthermore the new one is a bit longer than the old one. What exactly must I do?
The reserve must be taken out of its container in order for a new connection to be made. You can download the instructions for retrofitting and repacking your reserve parachute here: Instructions (PDF) How long does this take?
Depending on the type of reserve bridle to V-connection (Quicklink or loop on loop), the procedure should take between 9 and 15 minutes. What can I do if I would prefer some help?
Please go to your nearest ADVANCE dealer. He will change the strap as a professional.
If anyone has any video of the mid-air collision at Mount Caburn today please would you send it to Dave Thompson at the BHPA. Please also let me have a copy if you would.
By a complete miracle nobody was fatally injured, but one of pilots was hospitalised (edit) with what transpired to be very serious injuries that will put him out of action for most of this season.
This is a warning to all pilots to be vigilant whenever they are flying and to remember to break right, i.e. pull the right brake hard, if a head on collision seems imminent. Preferably don't fly in such a manner that avoiding action is ever necessary, but be ready to perform it at all times...
Apparently a number of 777 Rooks have had issues with pulleys jamming.
Don't assume that other 777 gliders are unaffected.
Please check yours and keep checking them.
777 are offering a fix.
BHPA safety notice attached.
I'm sure there's an echo in here? here? here?
WILL ALL MEMBERS PLEASE NOTE THAT THE NEED TO CONFIRM CLUB MEMBERSHIP, AND THUS PILOT QUALIFICATION AND INSURANCE, RESIDES WITH EACH AND EVERY MEMBER NOT SOME IMAGINARY SITE POLICE - TO SIMPLIFY THIS, ALL MEMBERS ARE REQUIRED TO WEAR THEIR SHGC HELMET STICKER.
Do not spend £200 on an EN1077 class B helmet as that is far too much for a chamber pot and that is the only real use for such an artefact. Meager head fairings are the sole preserve of those with meager heads...
When did YOU last pack your reserve? I recommend a 3 month cycle – it makes a huge difference! If you fly a two-liner I strongly suggest that you fit two reserves, repack them frequently and practice the twin handle swimming stroke every time you fly.
Land on your feet. No other part of your anatomy is designed for this and therefore anything else is an unnatural act.
Once upon a time in the Southern Club there was gentlemanly behaviour in the sky and it was Good:
Pilots on the ground were aware that they are the lowest form of aviation and justly gave way to all those above them, even if they were actually below them. They even looked to check.
Pilots thermalling were conventionally given right of way and ridge soaring pilots would turn back before interrupting the thermalling pilot's 360. The thermalling pilot would however not impact upon the soaring patterns of the ridge soaring pilots as he would know that he was more skilled and was better placed to avoid them.
When it was seen to be getting too busy, pilots would either thermal away or gracefully bow out after a few minutes ridge soaring to allow others the chance to do so. We would often land unbidden to allow a waiting group of hang glider pilots free use of the sky. It would usually take only a few minutes before they were high enough to permit usual service to resume.
Fly predictably and telegraph your next move as clearly as possible. I'm not saying give hand signals, though that is not a bad idea, just make it obvious where you are planning to go and try not to make erratic course changes when other are in close. Also try to predict what other pilots may want to do.
Avoid flying line abreast and thereby creating a wall of cloth (a curtain?) which oncoming traffic struggle to avoid.
Please don't sit just behind and outside a ridge soaring glider as this effectively prevents them from turning back, almost as if you were overtaking them on the outside. If you are closely following another ridge soaring glider, aim to be directly behind or better still towards the ridge, regardless of aircraft type.
When top landing, get your glider pointing into wind, even if you have already landed. This will slow your progress across the ground significantly and may save you having to explain yourself to an irate pilot who's laid out wing you just trashed. With a paraglider it is never too late to be able to turn into wind, just too late to choose to do so. By the way, hang gliders can cost the best part of £20,000 nowadays. You have been warned!
When slope landing, or actually any landing, if the ground speed seems high it is! Either turn out and fly to the bottom or make a 180 degree turn and land in the opposite direction. There have already been three broken limbs this spring, all to experienced but rusty pilots failing to do just this.
If it is too crowded for you, don't launch. If by launching you will make it too crowded for the pilots already airborne, don't launch. If it is too crowded for you and you are in the air, immediately make your way to a safe landing.
It is common courtesy for paragliders to slope land if there are hang gliders airborne and struggling to maintain height. The inconvenience of stopping your flight for a few moments hugely outweighs the inconvenience of being forced to bottom land a hang glider, with the attendant hour or so of de-rigging and rigging.
ANY pilot can call for a red ribbon half hour. You don't need to seek anyone's permission, though of course you will be expected to justify your actions to the growing angry mob of pilots waiting to launch. If in doubt, ask your Matt, your new red ribbon guruji.
Beware of the gust fronts associated with approaching rain showers and land in good time.
The biggest hazard, as always, is the human factor. You may have had a long lay off waiting for flyable conditions at the weekend. Consider watching the forecast and planning a midweek day flying. At this time of year the forecasts are pretty useless though, so be prepared for last minute changes of plan. In which regard, we are often subject to more wind than the Thames Valley, so do consider venturing further afield.
When you get to the hill, if it is too windy don't push your luck, the hill will still be there tomorrow! Remember, if you break yourself, you'll miss much more flying than a few minutes gale hanging... And the more experienced you are, the more it just becomes a numbers game.
The advancing sea breeze is often, though not always, betrayed by either a clearing of cumulus development towards the sea or by an advancing line of from curtain cloud to fracto-cumulus again with little or no cloud on the seaward side. The sea breeze can be very rough when it first arrives and is usually stronger when it first comes in, settling down after half an hour or so. As always, if you see a linear cloud feature approaching, if you are at all unsure, land and wait for it to pass.
At inland facing sites such as the Dyke or more so Ditchling, the advancing sea breeze will tend to back up behind the hill, then pour over in a big turbulent rush. No pilot who doesn't enjoy being tossed about like a cork in a storm wants to be in the air when this occurs so keep your mind open.
Air temperatures are still pretty low, so dress for altitude and fly far!
It is a pretty good idea to install Livetrack24 to your phone so that others can watch your epic XC flights online as they happen and would also know where you fell off the radar if the worst happened.
https://finsterwalder-charly.de/images/stories/produkte/bauteile/karabiner/dokumente/quickout-carabiner_safety_notice_12.2016.pdf
Quick?Out carabiner safety notice ? 7. December 2016
Dear customers,
On 15 November 2016, the faulty assembly of a Quick?Out carabiner lead to its accidental opening. The pilot had dismounted both of the Quick?Out's release buttons and later re?installed them in swapped positions.
Swapping the release buttons is dangerous to life. In our instruction manual, we hence point out that the release button located on the opposite side of the installation slot must not be dismounted when attaching the carabiner to the harness. It may only be removed for cleaning purposes after the carabiner had been exposed to salt water. However, to prevent swapping the release buttons, only one button at a time may be dismounted!
There are approx. 16.000 Quick?Out carabiners in circulation. As unfortunately not all pilots are aware of the fact that non?compliance with instruction manuals is dangerous ? particularly in aviation ? we would hereby like to point this out again. The Quick?Out carabiner's instruction manual can be downloaded anytime from the "Downloads" section of our website.
The image on the left shows a Quick?Out carabiner with improperly installed release buttons.
Wrong
[picture]
The release buttons have been swapped!
Correct
[picture]
To install the carabiner at the harness, only the button located on the side of the installation slot needs to be removed
Finsterwalder GmbH • Pagodenburgstr.8 • D?81247 München
Tel.: +49 89 8116528 • Mail: office@finsterwalder?charly.de • www.finsterwalder?charly.de
A faulty gin carabiner has been brought to my attention.
The internal spring has become displaced or suchlike such that it appears to close but has not actually engaged with the locking pin. See picture.
A lightness two lumbar strap failed in flight recently.
The harness in question had been SIv'd and had a few hours on it but was not in generally worn condition.
Please check your lumbar straps where they pass through the adjustment buckles.
Unfortunately only in French at present:
http://www.supair.com/document/safety/Safety-note_boucle-alu-T_2016-06_FR.pdf
Approximately translated as 'the safety T lock buckles numbered in the S/N have opened unpredictably in flight. The fault is not visible. stop flying any harness so equipped now...'
Performing aerobatics over or in front of launch is a really great way to demonstrate that you are an incompetent muppet.
Take off, clear launch.
If you wish to perform acro, find an empty part of the sky well away from any launch or landing areas. Then confine yourself to that area until you wish to return to normal flight.
Check that the airspace is clear before approaching any landing area. join any landing pattern in an orderly manner. Do not spiral or wagga your way to the front of the queue.
DHV flying ban for many harnesses, several of which are not listed specifically below.
The DHV have grounded a large number of harnesses with chest straps using automatic T-lock and Click-lock buckles (HSi10) made by the company, Finsterwalder Charly. This concerns numerous harnesses made by Advance, Ava-Sports, Apco, Finsterwalder & Charly, Karpofly, Sky Paragliders, Skytrekking, Sol and Woody Valley, as well as some harnesses used for paramotoring.
The DHV have issued a Safety Notice, legally binding in Germany, to stop using harnesses thus equipped, at the latest, four years after their production or, to be more precise, since the final control when they left the factory. The owners of such harnesses are asked to contact the manufacturer.
This knee jerk reaction was no doubt, triggered by the fatal accident involving a Polish pilot at the beginning of May in addition to another incident during a SAT. In both cases, the automatic Click-lock buckles apparently opened under load. The T-locks haven’t been involved in an incident yet but their design is identical to the Click-locks.
The problem, according to the DHV, is the repetitive loading on these buckles or, more precisely, the cycles of diagonal load/unload which can, over a long time, wear out this piece of equipment. As a consequence, opening unexpectedly when loaded diagonally, can’t be ruled out.
This only applies to the chest buckles, which are loaded and unloaded, unlike the buckles on the thigh straps which have hardly any pressure on them in flight. For buckles which are subjected to static, non cyclical load, the manufacturer has specified a 10 year life (the normal length of time in Germany).
It is thought (and special care should be taken with this information which isn’t in the DHV statement), that the risk could in particular concern harnesses with ‘Get-Up’ type fastenings with two waist buckles. In flight they are regularly loaded and then unloaded. If one of them releases, there is a high risk of falling out.
An English version of the DHV’s statement can be read here:
http://www.dhv.de/db1/source/technicdatareportnotes.php?lang=en&item=245
In the past three months, there have been two incidents involving older paraglider harnesses equipped with CLICK-LOCK buckles (HSi10) in the chest strap. The buckles had opened unintentionally during flight while they were under load. In one of the cases this happened during a SAT maneuver (spreading of the chest strap due to the pilot resting on the riser), in the other case the reason was presumably the load applied by the body weight of the pilot who was hanging only in the leg straps.
Finsterwalder has conducted a technical investigation and found the following: The hooks of the metal tongue can wear out through the frequent diagonal load changes the chest strap is subject to. This might lead to decreased load capacity and – in the case of sufficiently high diagonal load transmission – the buckle might open unintentionally.
As a consequence of this finding, Finsterwalder has limited the respective buckles’ service time to 4 years if they are used in paraglider chest straps. The harness manufacturers have already been informed accordingly.
To date, there have been no unintentional openings of T-LOCK buckles. However, since their mechanism resembles that of CLICK-LOCK buckles, the problem is likely to be the same.
Finsterwalder calls on all owners of harnesses equipped with CLICK-LOCKs (HSi10) or T-LOCKs in the chest strap to determine their buckles’ previous usage time by checking the routine test date on the sample inspection label. If this date indicates a usage time of more than 4 years, the harness is not airworthy for now and may not be used for flying anymore. Affected owners should contact their harness manufacturer.
The service time limitation applies only to CLICK-LOCK and T-LOCK buckles that are used in paraglider chest straps. When used for applications where only static loads are involved, the CLICK-LOCK and T-LOCK buckles’ service life is 10 years.
The following harness manufacturers have used the mentioned buckles in one or more of their models: Advance, AVA Sport, APCO, Finsterwalder & Charly, KARPO FLY, SKY Paragliders, SkyTrekking, SOL, Woody Valley. Besides the buckles are used in paramotor harnesses of several manufacturers.
Finsterwalder GmbH
Pagodenburgstr.8,
81247 München
Reference: http://en.free.aero/
We had a skyman emotion harness tear the airbag skyman when the reserve was deployed and the velcro tunnel for the bridle did not open fully.
The temporary recommendation is to open the velcro tunnel and extract the bridle from the parachute container to the curve at the hip.
?Ref. no.: FSC.SC13 amended British Hang Gliding Date: 02/2016 Pages: 1 (Pink) and Paragliding Association Ltd
8 Merus Court
Meridian Business Park Leicester
LE19 1RJ
Tel: 0116 2894 316 Fax: 0116 289 8741 www.bhpa.co.uk
SAFETY ADVISORY
Issued by Angus Pinkerton - Chairman of the Flying & Safety Committee 15 February, 2016.
All Hang Glider Pilots must READ, DIGEST AND TAKE ACTION on the contents of this Notice and keep it for future reference.
This notice will remain available on the BHPA website and in the Technical manual.
Hang-gliding harnesses with back plates
In 2015 a BHPA member suffered severe injuries as a result of a poor landing on his flex-wing hang-glider. The investigation on the incident found that there were several factors that contributed to this accident. The main factor was found to be the decision of the pilot to make the final approach and flare with his hands positioned on the base bar of the glider, rather than on the uprights of the control frame.
A significant factor in this decision was that the harness being used featured an articulated back –plate design, which offers significant resistance to the pilot when trying to rotate upright and change their grip. Several models of high–performance harnesses have similar characteristics.
Whilst subsequent testing confirmed that this harness was not faulty in any way, the design does require significant effort and a corresponding reduction in control during the rotation process, and for this reason several pilots have routinely preferred to perform a landing approach without rotating upright until the last moment.
Pilots are advised that making a landing approach, particularly in very light wind conditions without rotating into the upright position is potentially very hazardous, and considerably more likely to result in injury in the case of a failed landing than if the pilot is vertical and gripping the control frame uprights.
All harnesses should be set up so that rotation is easy and all pilots should adopt the upright position in good time during approach.
The use of base bar wheels is also strongly recommended.
?
I was out for a walk late this afternoon at Beachy head and within the space of 10 minutes saw one pilot top land two metres away from a 3 year old and his family on the footpath (after nearly landing on another walker), then saw another pilot get a low collapse through poor pitch control / very old glider and get dragged, reserve out, across the top. Both were fine, and understood what had happened after talking to them, but this just wasn't the place to be practising low level soaring with so many walkers and young families around. Either incident could have been very serious. Honestly I was watching the 3 people flying just thinking, 'something is going to go very wrong here very soon' and I don't often think that... and it did. I think there needs to be an explicit rule around avoiding the footpath and definitely not landing on the shoulder to the right where the bench is, and often several people. Also, from what I saw today, maybe some pilots just don't get how quickly things can go wrong.... maybe more work needs to be done here. Or to spell it out YOU CAN'T SOAR A FEW FEET ABOVE WALKERS' HEADS. Happy to help if I can (think I'm still a club coach though may have lapsed). Hugh Miller, Copied from Facebook
See attached pdf. Several harness brands could be affected.
http://www.paraglidingforum.com/viewtopic.php?p=p488890&highlight=#p488890
?Ref. no.: FSC.SC13 British Hang Gliding Date: 02/2016 Pages: 1 (Pink) and Paragliding Association Ltd
8 Merus Court
Meridian Business Park Leicester
LE19 1RJ
Tel: 0116 2894 316 Fax: 0116 289 8741 www.bhpa.co.uk
SAFETY ADVISORY
Issued by Angus Pinkerton - Chairman of the Flying & Safety Committee 15 February, 2016.
All Paraglider Pilots must READ, DIGEST AND TAKE ACTION on the contents of this Notice and keep it for future reference.
This notice will remain available on the BHPA website and in the Technical manual.
In 2015 a BHPA member suffered severe injuries as a result of a bad landing on his flex-wing hang-glider.
Detailed investigation of the incident found that there were several factors that contributed to the accident. The main factor was found to be the decision of the pilot to make the final approach and flare with his hands positioned on the base bar of the glider, rather than on the uprights of the control frame.
A significant factor in this decision was that the harness being used featured an articulated back –plate design, which offers significant resistance to the pilot when trying to rotate upright and change their grip. Several models of high–performance harnesses have similar characteristics.
Whilst subsequent testing confirmed that this harness was not faulty in any way, the design does require significant effort and a corresponding reduction in control during the rotation process, and for this reason several pilots have routinely preferred to perform a landing approach and flare without rotating upright.
Pilots are advised that making a landing approach, particularly in very light wind conditions, without rotating into the upright position is potentially very hazardous. It is considerably more likely to result in injury in the case of a failed landing than if the pilot were vertical and gripping the control frame uprights.
All harnesses should be set up so that rotation is easy and all pilots should adopt the upright position in good time during approach.
The use of base bar wheels is also strongly recommended; they may not look “cool” and do cause some extra drag; but they might make all the difference in a bad landing.
?
?Ref. no.: FSC.SC12 British Hang Gliding Date: 02/2016 Pages: 1 (Pink) and Paragliding Association Ltd
8 Merus Court
Meridian Business Park Leicester
LE19 1RJ
Tel: 0116 2894 316 Fax: 0116 289 8741 www.bhpa.co.uk
SAFETY ADVISORY
Issued by Angus Pinkerton - Chairman of the Flying & Safety Committee 15 February, 2016.
All Paraglider Pilots must READ, DIGEST AND TAKE ACTION on the contents of this Notice and keep it for future reference.
This notice will remain available on the BHPA website and in the Technical manual.
Unsheathed upper cascade lines.
The BHPA has received a report of the unsheathed upper cascade lines on an Ozone Alpina 2 paraglider becoming knotted and tangled in flight whilst the glider was flown in big-ears mode with the speedbar being operated. This incident occurred when the lines were dry and in good condition.
Subsequent investigation has revealed that this issue has occurred several times and on more than one glider.
It is likely that the very light lines are becoming tangled when under no load (i.e. loose) in a turbulent airflow when the glider is accelerated. It is possible that this effect could also be experienced as a result of an asymmetric collapse.
Ozone is aware of this issue, and states that as any changes to the line specifications would move the glider outside the certification, there are no plans to modify the lines.
No control issues have been reported as result of this characteristic, but any change in the line configuration could have an effect on the gliders’ recovery behavior in subsequent instability situations.
Whilst the reports currently only refer to this particular model of glider, it is considered likely that a similar phenomenon is possible on any glider that uses very light unsheathed aramid upper cascade lines.
If your glider has experienced a similar problem please complete and submit a BHPA incident report form (available on the BHPA website).
Pilots are urged to be vigilant about this issue, and visually check their gliders carefully after using big ears or after recovering from a collapse, especially when in accelerated mode with the speedbar. Where possible the use of an alternative method to lose height is recommended.
Minor tangles may be possible to clear by using deep brake, but any pilot who notices that their glider has acquired knots or tangling is advised to land as soon as possible.
?
http://www.swing.de/safety-notices/articles/safety-note-miniwings.html
Seems I forgot to post this here, just on wastebook:
http://downloads.austrialpin.at/Safety_notice_2016_EN.pdf
If you are considering flying in the Dolomites now or in the future, please read this and digest:
TVHGC received the following from Rodolfo Saccani of the FIVL:
Hi Everybody.
We keep having serious problems in the Dolomites (expecially in Canazei – Col Rodella – Pordoi – Marmolada).
The Dolomites area is again at risk of being closed to free flight.
I ask you to please help us in informing european pilots and scools by publishing on your websites and magazines the following information (please also send me links to your websites once you published the news so that we can show to the authorities our cooperation in keeping these area safe).
The search & rescue helicopter service in the Dolomites area (Canazei, Col Rodella, Pordoi, Marmolada) is still struggling when hundreds of pilots, from all over Europe, keep flying during rescue operations not allowing the helicopter to properly operate to help fellow free flight pilots that need assistance.
The situation is so bad that the authorities will close the area if we can't manage to solve this problem.
In order to keep everybody safe and in order to keep open to free flight one of the most beautiful flight areas in the world, all pilots flying in the Dolomites area are requested to:
1) Take note: the official phone number in Italy for the rescue service is 118.
2) Starting from this year, we start experimenting with a radio channel reserved to flight safety.
Keep a radio always listening on the safety radio channel that we call "8-16" which is PMR channel 8 with CTSS subtone 16.
For the most technical pilots the frequency is 446,09375 MHz + subtone 114,8 Hz
This radio channel will be used to provide instructions during rescue operations and for any other safety-related communication.
Keep the channel free, don't use it for non-safety communications.
PMR radios are cheap and light. Getting a second radio just for this safety channel is a good choice: it will be your cheapest piece of safety equipment.
Communication during emergencies is very important.
3) When you see the helicopter (red or yellow) fly at least 2Km away from the rescue area.
4) Tell also to your friends, on your usual radio channel, to move 2Km away from the rescue area.
5) If there is no other way to communicate with them, use the "ears" with the paraglider as a way to communicate that they also have to leave the area.
6) Don't stay in front of the helicopter whent it's hovering. Even when you think that the helicopter has reached it's operation place and that it's safe to keep flying, the helicopter is probably waiting for free flight pilots (including yourself) to move away in order to proceed to the rescue area.
7) Every pilot flying in the Dolomites area must have a red and a green smoke bomb. They can be found at the Col Rodella cablecar. If you have an accidend and need medical help use the red smoke bomb. If you have an accident and don't need medical assistance use the green smoke bomb and fold the wing.
Rodolfo Saccani | Commissione Sicurezza FIVL
Be aware all, a new temporary electric fence has been put up on the main take off field.It will be there for approx 4-6 weeks. You are still able to launch but below the fence line,and has a gate to enter.Top landinging the area will need more vigilance.
https://translate.google.com/translate?sl=fr&tl=en&js=y&prev=_t&hl=en&ie=UTF-8&u=http%3A%2F%2Fwww.korteldesign.com%2Fspip%2F%3F%2BAlerte-securite-poignee-de-secours-116%2B&edit-text=
Over the last few weeks an untrained (and therefore non BHPA, non-insured) paraglider pilot has been seen on our hills and spoken to several times.
He is a danger to himself, others and to our site agreements.
Please can everyone look out for him and explain the need for training, insurance and club membership. All those things are required to gain the land owner's permission to fly and to comply with the law.
You can put him in touch with me (Dave Lewis, Chief Coach) and I can sort out how best for him to join the BHPA and get his ratings.
He's flying a red and dark blue Apco Tetra. Name of Matt.
Dear All,
I have heard from a reliable source that there is an infestation of ticks at various locations on the South Downs close to the coast, including Rodmell, Firle and Exceat. The ticks are of a species never previously found north or west of Serbia, and carry various diseases including rickettsial fevers (one of which is Rocky Mountain spotted fever). These are potentially paralysing diseases, so you may want to warn members to be especially careful about precautions to avoid picking them up, and to check themselves carefully after a day's flying. If a tick is found, remove it with an extractor or loop of thread. Do not pull it out with tweezers or fingers, and do not use heat. Once extracted, keep the tick in a plastic tube or bottle for later identification; and if any odd symptoms are experienced, seek medical assistance immediately. I'll try to get more details on the species name, etc. and forward them.
This is not one of those Internet "jokes", but as far as I can tell genuine and worrying. Certainly Porton Down are very interested, and I believe the ESCC have advised their field workers about it as an HSE requirement.
Best wishes,
Ed
I'm sure there's an echo in here?
WILL ALL MEMBERS PLEASE NOTE THAT THE NEED TO CONFIRM CLUB MEMBERSHIP, AND THUS PILOT QUALIFICATION AND INSURANCE, RESIDES WITH EACH AND EVERY MEMBER NOT SOME IMAGINARY SITE POLICE.
TO SIMPLIFY THIS, ALL MEMBERS ARE REQUIRED TO WEAR THEIR SHGC HELMET STICKER.
Committee members and, I believe, coaches can check easily membership status using their mobile phones but may elect to charge £10 for this service ;0)
Once upon a time in the Southern Club there was gentlemanly behaviour in the sky. And it was Good.
Pilots on the ground were aware that they are the lowest form of aviation and justly gave way to all those above them, even if they were actually below them. They even looked to check.
Pilots thermalling were given right of way and ridge soaring pilots would turn back before interrupting the thermalling pilot's 360. The thermalling pilot would however not impact upon the soaring patterns of the ridge soaring pilots as he would know that he was more skilled and was better placed to avoid them.
When it was seen to be getting too busy, pilots would either thermal away or gracefully bow out after a few minutes ridge soaring to allow others the chance to do so. We would often land unbidden to allow a waiting group of hang glider pilots free use of the sky. It would usually take only a few minutes before they were high enough to permit usual service to resume.
Wouldn't it be nice if those days returned?
It has been notable how close together everyone is flying nowadays. Please do give each other more room!
Fly predictably and telegraph your next move as clearly as possible. I'm not saying give hand signals, though providing you are flying in accordance with the ANO that is not a bad idea, just make it obvious where you are planning to go and try not to make erratic course changes when other are in close. Also try to predict what other pilots may want to do.
Avoid flying line abreast and thereby creating a wall of cloth (a curtain?) which oncoming traffic struggle to avoid.
Remember that by convention, the glider on the inside of a thermalling circle has right of way and that by air law the glider on your right is the stand on aircraft.
Please don't sit just behind and outside a ridge soaring glider as this effectively prevents them from turning back, almost as if you were overtaking them on the outside. If you are closely following another ridge soaring glider, aim to be directly behind or better still towards the ridge.
When top landing, get your glider pointing into wind, even if you have already landed. This will slow your progress across the ground significantly and may save you having to explain yourself to an irate pilot who's laid out wing you just trashed. With a paraglider it is never too late to be able to turn into wind, just too late to choose to do so.
If it is too crowded for you, don't launch. If by launching you will make it too crowded for the pilots already airborne, don't launch. If it is too crowded for you and you are in the air, immediately make your way to a safe landing.
It is common courtesy for paragliders to slope land if there are hang gliders airborne and struggling to maintain height. The inconvenience of stopping your flight for a few moments hugely outweighs the inconvenience of being forced to bottom land a hang glider, with the attendant hour or so of de-rigging and rigging.
ANY pilot can call for a red ribbon half hour. You don't need to seek anyone's permission, though of course you will be expected to justify your actions to the growing angry mob of pilots waiting to launch. If in doubt, ask a coach.
Beware of the gust fronts associated with approaching rain showers and land in good time.
Low sun is a major hazard at this time of year. Pilots must be aware that if they are approaching another aircraft from 'out of the sun' it is probable that they will not have been seen.
If we don't resolve conflicts due to overcrowding then it is almost inevitable that we will have ANOTHER FATAL MID-AIR COLLISION. It is the responsibility of ALL PILOTS to behave as educated adults and to avoid exposing themselves or others to this risk.
When did YOU last pack your reserve? I recommend a 3 month cycle – it makes a huge difference!
The biggest hazard, as always, is the human factor. You may have had a long lay off waiting for flyable conditions at the weekend. Consider watching the forecast and planning a midweek day flying. At this time of year the forecasts are pretty useless though, so be prepared for last minute changes of plan.
When you get to the hill, if it is too windy don't push your luck, the hill will still be there tomorrow! Remember, if you break yourself, you'll miss much more flying than a few minutes gale hanging...
The advancing sea breeze is often, though not always, betrayed by either a clearing of cumulus development towards the sea or by an advancing line of from curtain cloud to fracto-cumulus again with little or no cloud on the seaward side. The sea breeze can be very rough when it first arrives and is usually stronger when it first comes in, settling down after half an hour or so. As always, if you see a linear cloud feature approaching, if you are at all unsure, land and wait for it to pass.
At inland facing sites such as the Dyke or more so Ditchling, the advancing sea breeze will tend to back up behind the hill, then pour over in a big turbulent rush. No pilot who doesn't enjoy being tossed about like a cork in a storm wants to be in the air when this occurs.
Avoiding Aerial Collisions
(CAP 393 Air Law, as opposed to conventions and BHPA rules)
It shall remain the duty of the commander of an aircraft to take all possible measures to ensure that his aircraft does not collide with any other aircraft.
An aircraft shall not be flown in such proximity to other aircraft as to create a danger of collision.
An aircraft which is obliged to give way to another aircraft shall avoid passing over or under the other aircraft, or crossing ahead of it, unless passing well clear of it.
An aircraft which is being overtaken in the air shall have the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering course.
When two aircraft are approaching head-on, or approximately so, in the air and there is a danger of collision, each shall alter its course to the right.
When two aircraft are converging in the air at approximately the same altitude, the aircraft which has the other on its right shall give way.
An aircraft landing or on its final approach to land shall have the right-of-way over other aircraft in flight or on the ground or water. An aircraft shall not overtake or cut in front of another aircraft on its final approach to land.
[But the other pilots need to know that you are landing! Get out of your harness and dangle those legs. S.P.]
If two or more flying machines, gliders or airships are approaching any place for the purpose of landing, the aircraft at the lower altitude shall have the right-of-way.
Move clear of the landing area as soon as it is possible to do so after landing.
Rules and Conventions
The glider with the ridge on the right has right of way.
(He should still move as close to the ridge as he feels comfortable with, but you are not the judge of how close that may be. There could easily be something behind you causing him to fly further out than you would like. Tough!)
When thermalling, the inside glider has right of way. This convention is contradictory to 'on the right is in the right' but is designed to prevent a glider being forced to spin and to cover putting a wingtip into the core and being involuntarily straightened up.
Join a thermal tangentially.
Incident at Devil's Dyke 18 Aug 2015 - 15:30
An unknown pilot was observed flying aggressively, causing several pilots to take avoiding action. When a local instructor attempted to talk to him he was less than charming. It is not known if he is a SHGC member.
The club would like to trace the pilot in question to discuss the issue. He would not provide a name, but we have a reasonable description and ask if anyone recognises him, or can keep an eye out for him on the hills.
He was described as:
Glider: Ozone maybe.
Grey front with yellow rear I'd say an ENB low/mid range
Upright harness probably with yellow strip and the rest black
White open face helmet with some black square, possibly for a GoPro or just some velcro, at forehead position.
Age of pilot difficult to say with helmet on, perhaps 35-40 years plus. Tall and lean. Blonde hair.
He stated he flown for 20 years.
For not the first time on our sites, a mid-air collision recently ensued when a pilot inflated his wing directly into the path of a flying glider. Not that long ago there was a similar incident at another UK club resulting in profound injury to the airborne pilot...
You absolutely <strong>must</strong> perform a pre-flight check before each and every inflation of your wing.
Inflating your glider in conditions too strong for your ability can also result in an uncontrolled departure, with risk of injury to bystanders.
For these reasons, after completing the BHPA's Will Geordie Have His Cat Aboard Today mnemonic (perhaps more appropriate as Will Grandma Have Her Cardiac Arrest Today ;0) I like to complete the 'One Way Ticket' check (Obstacles, Weather, Traffic)
This brings to mind obstacles, including very importantly, bystanders, wind strength & gustiness and most importantly other aircraft as the final check immediately before inflation. Think: a glider on the ground is the lowest form of aviation and hence has no rights.
As the festival season is well upon us and pilots are flying cross country a timely reminder about the rules for open air assemblies is in order. The idiot paramotoring into Glastonbury will have added a lot of fuel to the CAA's drive to require licensing of FLPA pilots.
Whether you are flying powered or gliding:
- You must fly at least 1000 feet above any organised open air assembly.
- You may not launch or land within 1000 metres of an organised open air assembly. (Except at an aerodrome or with the written permission of the organisers of the event and in accordance with the conditions advised by the CAA.)
A possible get-out from prosecution may be to declare an in-flight emergency causing you to land, but...
If you are in doubt as to whether there are >999 people present, then there are.
A number of pilots have been bitten by ticks in the last few weeks. A few of these have contracted Lyme disease, which if left untreated, can be very serious indeed.
Pilots are advised to take precautions to avoid being bitten, e.g., wear socks and long trousers, avoid laying on the grass etc. Inspect for ticks at the end of the day too. The ones which have been found biting have generally been smaller than the typical 5mm ones we usually see. You need to be on the lookout for arachnids as small as 1mm.
Please check this out:
http://www.nhs.uk/Conditions/Lyme-disease/Pages/Introduction.aspx
<img src="http://www.nhs.uk/Conditions/Lyme-disease/PublishingImages/Lyme_Disease_300x174_C0031417.jpg" alt="Lyme halo">
Hi all,
There has been much talk about overcrowding recently so I'd like to remind all members about the systems already in place to control it.
For the Dyke, there is a marshalling kit in the cupboard behind the pub and it is the duty of whoever is first on site to get the stuff out and set up. Marshalling and controlling numbers of launches can be initiated whenever someone thinks it's necessary. This is the responsibility of every pilot on site.
For Beachy, marshalling, erection of the warning signs and notification to the council is now a compulsory part of the site agreement and is being checked by council representatives. If it isn't done every time pilots are on site, we risk loosing use of the site.
Details can be found in the site guide. http://shgc.org.uk/files/siteguides/SHGC%20Sites%20Guide%202015b.pdf
Nobody should be complaining about overcrowding without first themselves marshalling the site and doing something about it. - If you're not part of the solution, then you're part of the problem!
Happy flying, Dave
Forwarded on behalf of Tom Hardie:
Hi All,
There has been a considerable increase in First Person View (FPV) unmanned aircraft (drone) flying. This is where the pilot of the drone is wearing a device so that they can see the view as if they were in the drone. Therefore they have an extremely limited view when it comes to avoiding other aircraft. These drones can be of a multi-copter or helicopter design, or fixed wing design, both powered and unpowered.
There have been a number of incidents where FPV drone flying has caused the pilots of other aircraft concern for their safety, everything from a 747 to a paraglider. To cater for this and to protect third parties on the ground the CAA has drawn up a set of rules for the drone pilots to follow. These rules are in CAA Official Record Series 4, Number 1108, http://www.caa.co.uk/application.aspx?catid=33&pagetype=65&appid=11&mode=detail&id=6746, copy attached.
If you become aware of FPV flying on or near where you are flying the best thing to do is to talk to the pilot to establish safe operating procedures, which it should be possible to do without over limiting anybody’s flying. Due to the readily available equipment, limited training facilities, and/or a lack of aviation law awareness they may not know about the CAA document.
It looks like it might be flyable this bank holiday weekend, which often means that someone will take advantage of silly season, do something silly and get hurt.
Can I ask everyone to be extra vigilant for unfamiliar pilots on our hills, especially anyone flying in an erratic fashion and have a word with them before anything happens. I'd much rather we all do our bit for safety and prevent accidents happening rather than watch someone get hurt and have to go through all that unpleasantness with first aid, helicopters, hospitals and incident reports.
.... And the rest of the glider should be checked regularly too!
See attached PDF
While analysing one accident I noticed film of another one waiting to happen. Getting in the habit of putting brake handles over the wrist has killed in the past and will undoubtedly kill again. Let's make sure it's not a SHGC member.
Please see http://www.shgc.org.uk/node/10831
A pilot recently broke his tibia while ground handling. A significant contributory factor was that he had a ~30mm thick roll of thermal trousers within the shaft of his well laced up flying boot.
This roll caused an asperity, about which the tibia failed.
Do not have any asperities within your flying boots. Think like you would with ski boots and keep your socks pulled up and your thermals outside.
In English : http://www.korteldesign.com/spip/?+Rescue-handle-safety-notice+
A few days ago there were two pilots simultaneously in the sea at Newhaven. Thankfully nobody died...
The danger inherent in a water landing cannot be overstated. It is usually better to fly into practically anything, downwind if necessary, rather than risk a dunking, unless fully SIV prepared with rescue boat, buoyancy aid and no back protection.
<b>According to the BHPA Technical Manual:</b>
<b>Recommended Practice:</b> Water landings should be avoided at all costs; experienced pilots anticipating flying
over or near to significant areas of water should ensure that <b>a safe dry landing area is
always within reach</b>, wear suitable buoyancy aids and carry a suitable webbing cutting
implement.
<b>Water landings - paragliders </b>
Instructors must stress the probability, except within the most strictly controlled
environment, that a water landing is not survivable and must be avoided at all costs.
Pilots should, if flying near water, make sure that a safe dry landing is within easy
reach at all times.
If, however, it is impossible to make a dry landing (even with the risk of injury) then, the real
danger lies in the potential for entanglement with the paraglider suspension lines. It is
therefore imperative to get clear of the paraglider as quickly as possible. On approach sit
well back and unclip the chest strap and loosen the leg straps. On entering the water
release the leg straps (or riser-to-harness connectors) and FLOAT clear with the minimum
of movement. If an inflatable life jacket is worn it should be inflated.
If a modern seat harness is worn then sit well back and unfasten the chest and leg straps;
continue to lean back in the seat; just before entering the water draw the elbows well in and
tuck the head down. As the feet hit the water allow the body to roll forward out of the
harness, which should then be dragged clear by the still-flying canopy. FLOAT clear with the
minimum of movement. If an inflatable life jacket is worn it should be inflated.
Depending on the type of paraglider it should be controlled to land as far away as possible;
this keeps the suspension lines taut and away from you.
It is not advisable to drop from the paraglider before impact - it is often difficult to assess
height above water, especially if it is calm.
<b>Water landings - hang gliders </b>
Instructors must stress the probability, except within the most strictly controlled
environment, that a water landing is not survivable and must be avoided at all costs.
Pilots should, if flying near water, make sure that a safe dry landing is within easy
reach at all times.
<b>A dry landing, even with the risk of injury, will always be the better option. </b>
A fairly experienced pilot who shall not be named flew while suffering from and medicated against man flu.
He promptly flew fully downwind into trees!
As it's that time of year, remember, for very good reasons it is illegal to fly if you are not fit to do so!
Darwin strikes again...
Before anyone climbs up and gets a spanking, or piles in for a landing, I'd like to draw everyone's attention to some old news about ground inversions.
Please see http://www.shgc.org.uk/node/10910
This is again largely a concoction of old material, which is becoming more relevant again.
Once upon a time in the Southern Club there was gentlemanly behaviour in the sky. And it was Good.
Pilots on the ground were aware that they are the lowest form of aviation and justly gave way to all those above them. They even looked to check.
Pilots thermalling were given right of way and ridge soaring pilots would turn back before interrupting the thermalling pilot's 360. The thermalling pilot would however not impact upon the soaring patterns of the ridge soaring pilots as he would know that he was more skilled and was better placed to avoid them.
When it was seen to be getting too busy, pilots would either thermal away or gracefully bow out after a few minutes ridge soaring to allow others the chance to do so. We would often land unbidden to allow a waiting group of hang glider pilots free use of the sky. It would usually take only a few minutes before they were high enough to permit usual service to resume.
Wouldn't it be nice if those days returned?
It has been notable how close together everyone is flying nowadays. Please do give each other more room!
Fly predictably and telegraph your next move as clearly as possible. I'm not saying give hand signals, though providing you are flying in accordance with the ANO that is not a bad idea, just make it obvious where you are planning to go and try not to make erratic course changes when other are in close. Also try to predict what other pilots may want to do.
Please don't sit just behind and outside a ridge soaring glider as this effectively prevents them from turning back, almost as if you were overtaking them on the outside. If you are closely following another ridge soaring glider, aim to be directly behind or better still towards the ridge.
When top landing, get your glider pointing into wind, even if you have already landed. This will slow your progress across the ground significantly and may save you having to explain yourself to an irate pilot who's laid out wing you just trashed. With a paraglider it is never too late to be able to turn into wind, just too late to choose to do so.
If it is too crowded for you, don't launch. If by launching you will make it too crowded for the pilots already airborne, don't launch. If it is too crowded for you and you are in the air, immediately make your way to a safe landing.
It is common courtesy for paragliders to slope land if there are hang gliders airborne and struggling to maintain height. The inconvenience of stopping your flight for a few moments hugely outweighs the inconvenience of being forced to bottom land a hang glider, with the attendant hour or so of de-rigging and rigging.
ANY pilot can call for a red ribbon half hour. You don't need to seek anyone's permission, though of course you will be expected to justify your actions to the growing angry mob of pilots waiting to launch. If in doubt, ask a coach.
Beware of the gust fronts associated with approaching rain showers and land in good time.
Low sun is a major hazard at this time of year. Pilots must be aware that if they are approaching another aircraft from 'out of the sun' it is probable that they will not have been seen.
If we don't resolve conflicts due to overcrowding then it is almost inevitable that we will have ANOTHER FATAL MID-AIR COLLISION. It is the responsibility of ALL PILOTS to behave as educated adults and to avoid exposing themselves or others to this risk.
When did YOU last pack your reserve? I recommend a 3 month cycle – it makes a huge difference!
The biggest hazard, as always, is the human factor. You may have had a long lay off waiting for flyable conditions at the weekend. Consider watching the forecast and planning a midweek day flying. At this time of year the forecasts are pretty useless though, so be prepared for last minute changes of plan.
When you get to the hill, if it is too windy don't push your luck, the hill will still be there tomorrow! Remember, if you break yourself, you'll miss much more flying than a few minutes gale hanging...
The advancing sea breeze is often, though not always, betrayed by either a clearing of cumulus development towards the sea or by an advancing line of from curtain cloud to fracto-cumulus again with little or no cloud on the seaward side. The sea breeze can be very rough when it first arrives and is usually stronger when it first comes in, settling down after half an hour or so. As always, if you see a linear cloud feature approaching, if you are at all unsure, land and wait for it to pass.
At inland facing sites such as the Dyke or more so Ditchling, the advancing sea breeze will tend to back up behind the hill, then pour over in a big turbulent rush. No pilot who doesn't enjoy being tossed about like a cork in a storm wants to be in the air when this occurs.
Avoiding Aerial Collisions
(CAP 393 Air Law, as opposed to conventions and BHPA rules)
It shall remain the duty of the commander of an aircraft to take all possible measures to ensure that his aircraft does not collide with any other aircraft.
An aircraft shall not be flown in such proximity to other aircraft as to create a danger of collision.
An aircraft which is obliged to give way to another aircraft shall avoid passing over or under the other aircraft, or crossing ahead of it, unless passing well clear of it.
An aircraft which is being overtaken in the air shall have the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering course.
When two aircraft are approaching head-on, or approximately so, in the air and there is a danger of collision, each shall alter its course to the right.
When two aircraft are converging in the air at approximately the same altitude, the aircraft which has the other on its right shall give way.
An aircraft landing or on its final approach to land shall have the right-of-way over other aircraft in flight or on the ground or water. An aircraft shall not overtake or cut in front of another aircraft on its final approach to land.
[But the other pilots need to know that you are landing! Get out of your harness and dangle those legs. S.P.]
If two or more flying machines, gliders or airships are approaching any place for the purpose of landing, the aircraft at the lower altitude shall have the right-of-way.
Move clear of the landing area as soon as it is possible to do so after landing.
Rules and Conventions
The glider with the ridge on the right has right of way.
(He should still move as close to the ridge as he feels comfortable with, but you are not the judge of how close that may be. There could easily be something behind you causing him to fly further out than you would like. Tough!)
When thermalling, the inside glider has right of way. This convention is contradictory to 'on the right is in the right' but is designed to prevent a glider being forced to spin and to cover putting a wingtip into the core and being involuntarily straightened up.
Join a thermal tangentially.
Combe is closed until further notice following a fatal accident today.
Edit: now reopened.
The recent notification of the establishment of a Radio Mandatory Zone (RMZ) around Southend airport has led to a lot of discussion about the implications for free fliers. Some of the opinions expressed seem to be based on an incomplete understanding of the nature and purpose of RMZs, so this is an attempt to explain how they work.
In August 2013, the CAA published a policy for RMZs. The purpose of a RMZ is to enhance safety. Only the CAA can “notify” (i.e. establish) a RMZ, which can be “sponsored” (i.e. proposed) by an airport or other interested party. The sponsor is obliged to consider the impact of a RMZ on all airspace users and make suitable allowance for non-compliant aircraft (e.g. those without an airband radio) to gain access to the RMZ where a legitimate requirement exists. The dimensions of a RMZ have to be the minimum possible to meet the controlling authority’s operational requirements. There is provision for non-radio aircraft to make “agreed tactical arrangements” with the controlling authority.
A RMZ is very different to Class D controlled airspace (which is what Southend have applied for), in that flight in a RMZ is not necessarily controlled: it simply means that air traffic controllers will be aware of all the traffic in the zone and the position and intentions of each aircraft. In Class D airspace, full control of each aircraft is mandatory. As long as the controller knows where you are and what you want to do before you enter the RMZ, you can fly through it. The controller cannot exclude you, but it is your responsibility to remain clear if you are not sure that the controller knows about you. This knowledge can either be through prior contact on the ground, or radio contact in the air. For the latter, you need a licenced airband transceiver capable of transmitting and receiving on the appropriate frequency (130.775 MHz for Southend), and a Flight Radio Telephony licence.
On 3 July the CAA confirmed that a temporary RMZ will be established around Southend airport, commencing at midnight on 18/19 July 2014. It has the same dimensions as the control area (CTA) of the Class D airspace that Southend applied for. It extends from the surface to the base of the existing overlying controlled airspace.
We are trying to get information from Southend air traffic control about what they require in terms of prior notification and “agreed tactical arrangements” to cover the case of the very infrequent need to cross the Thames in the western end of the RMZ, and will make you aware of their requirements in the near future.
17/7/14 - Although the first NOTAM in respect off this RMZ gave a telephone contact, subsequent ones appear to require radio contact only. Consequently it would appear at this time that all pilots wishing to fly within the RMZ must either make radio contact themselves or be in a flight of aircraft, the leader of which makes contact with Southend.
<img src= "http://www.caa.co.uk/images/14/southend250amended.jpg" width="400">
Ed Bewley & Steve Purdie
Thanks to the good people in our club providing the BHPA with evidence to show the dangers of using Brummel hooks on paragliders, the European Paragliding Safety Committee have instructed the various manufacturers to find a better solution.
At this early stage it looks like there are two possible solutions.
1. For those who want a super quick connection, a quick release swiwel used as a key ring component is being trialed (very similar to the mechanism used already on hang glider pip pins).
2. For those not afraid of tying knots, a lark's foot is a good solution already used widely on power kites.
The quick release swiwel is cheaply available here
http://www.amazon.co.uk/gp/product/B003LIKINC/ref=oh_aui_detailpage_o03_s00?ie=UTF8&psc=1
I'm told they need a slight modification to smooth the sharp edge where the string goes through (where the split ring is fitted when it's a key ring.) The end of a drill followed by a fine file or some abrasive paper will do that in seconds.
Drawings of knots suitable to tie them on are here.
http://intothewind.com/knots.html
A clinch knot (otherwise known as a fisherman's blood knot) is ideal.
The drawings also show a lark's head / foot knot, as per option 2. Note that on "cool" applications like paragliders and surf kites, the simple lark's foot can be improved (pimped up) by the additon of a kevlar reinforcement sleeve and a little webbing tab on the loop to help with it's release.
If you decide to try one of these before general release (which does mean modifying your glider, but it's got to be better than a brummel hook) then please let me know how it goes and I can feed useful information back to the safety committee and the PG manufacturers. It would be especially useful to have the regular XC folks who use speed bar in anger trialling the quick release swivels. If you do, I suggest leaving the string extra long with a loop on the end ready for an in-flight lark's foot in case the swivel lets go.
All SHGC sites west of Saltdean affected.
Unless advised otherwise DO NOT attempt the cliff run tomorrow.
They are taking the urine!!! Less than 24 hours notice!
Nothing here: http://www.gasco.org.uk/safety-information/flight_safety_extra_june_14/june_airshow_flyin_info.aspx
The Red Arrows and many other minor flypasts and air displays are all over the country like a rash over the next few days.
Check NOTAMS religiously!
Paraglider Pilots, please don't forget to leave room at the car park end of the top for hang gliders to launch and land.
Don't ground handle near to hang gliders unless you can afford to pay for the replacement of a £17000 carbon rigid. (BHPA insurance is not meant for member-to-member claims!)
After a long period when they were categorised as a 'HIghly Endangered' verging on 'Locally Extinct' there is now a fairly active group of hang glider pilots and consequently we have downgraded their status to 'Vulnerable.' PG pilots need to generally be aware of their existence and characteristics. Why not approach them carefully when on the ground and ask if one will take you up dual to get a feel for how they differ, especially in terms of field of view and lack of maneuverability?
Once again it appears to be time to remind the members of some of the site rules and of their obligations:
DO NOT
* Ground Handle in the car park
* Land in the car park
* Overfly the car park (<500' say)
* Leave the car park gate open or unlocked
* Overfly (<500' say) the cottages at Brigden's Field and at Airworks' landing field.
* Launch from the slope
* Land on the slope other than in the designated areas (except in an emergency)
* Visiting pilots must receive a site briefing and join as temporary members (Fee from £0/day for bona fide foreign visitors to £5/day-£10/week for anyone else)
These rules apply to ALL PILOTS, especially the more experienced ones who ought to be setting a good example to the rest.
The BHPA have made it quite clear that the insurance is not there to cover member-to-member claims. If you damage a parked car it's your responsibility to put it right. However, our main reason for the rule is to make it clear to the householders that we are not overflying their cottages.
There is an obligation on all members to point out their error to anyone breaching these rules, lest the site be compromised again...
It's that time of year again, and I'm writing to advise you that a Temporary Road Closure Order has been issued by Wealden District Council which affects Bo-Peep Lane and Bo-Peep Bostal (including vehicular access to the Car Park at the top of the Bostal).
The attachment gives early warning of this closure, which is to permit our Annual Motorcycle Hill Climb up the Bostal.
I'm sorry for any inconvenience that this might cause you and your members, but would ask for your co-operation as usual by avoiding that area on this one day, 27th April 2014.
Many thanks
Keith T Rhodes
Competition Secretary
VMCC East Sussex Section
Just a timely reminder or two:
If you must walk down the hill to launch, remember that the land owner specifically prohibits doing so and that you risk our access to the site by your actions. If you really must do so, just set out and launch, do not set up camp as if it's a legitimate launching area.
Under no circumstances park at the western end of the hill to walk up. The reason that Airworks training field not a legitimate access route is not because we are a bunch of gits, however likely that may be, but because the parking pressure at that end of Ranscome Lane is severe and the residents get annoyed. If the SHGC car park is untenable, and I think that will be so for many months to some, then park in the village car park at Glynde and walk up the track opposite the post office , It's in the sites guide...
The alterations have been made in consultation with the aviation industry and will appear in the new editions of the 1:500k and 1:250k series charts that will be published in March 2014.
The main changes include:
The addition of boundary tint to all airspace boundaries regardless of classification
The reversal of the colour formatting of airspace classifications boxes i.e. white classification lettering within appropriate classification (blue or magenta) coloured box.
The re-alignment of all airspace annotations along the leading edges of airspace boundaries
The application of a white halo effect to all aeronautical information annotations that are located over land, and all airspace annotations embedded in airspace boundary tints
The removal of duplicate airspace controlling authority names from all airspace annotations, except in the outer extremity of the relative controlling authority’s CAS
Further information can be found on the NATS AIS website
BHPA safety Advisory: http://www.bhpa.co.uk/pdf/safety_advisory/sa010.122013.pdf
Summary:
In a recent accident the hang glider pilot, as a result of a base-bar collision during landing, swung through the control frame. His harness allowed him to move forward to the extent that his head was in front of the high aspect-ratio glider’s nose plate, which his weight and momentum pulled down violently on to the back of his head / neck region. The pilot suffered serious injury.
Action:
Hang Glider pilots should make landing approaches with their hands on the uprights and shoulders raised.
There have been several reports of varios lost and found recently.
Most people do not know their vario's serial number, which they should make a note of lest their house burns down or some miscreant takes a shine to it.
But perhaps more pertinently, most modern varios can display the owners name and phone number on start up. Why not read the manual to see if your is one of them?
If not, I can provide a free sticky label with your name printed on it to anyone who calls into Airworks.
The CAA is to allow 8.33 kHz handheld radios to be used in flight following a review which concluded that radios conforming to existing European standards for non-airborne operation can provide the required levels of safety and performance for airborne use.
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The approval will allow pilots of ‘non-EASA’ aircraft’ to use handheld radios on their Aircraft Radio Licence outside Class A, B and C airspace; non-EASA aircraft, also known as ‘Annex II’, includes microlights, kit-built aircraft and many vintage aircraft.
Mike Barnard, the CAA’s General Aviation Programme Manager, said: “Pilots who fly aircraft that cannot be equipped with fixed radio sets will now have a viable and safe alternative.
“The latest handheld radios now have equivalent performance capabilities to fixed radios but without the need to modify aircraft systems. Allowing their use in flight will greatly improve the ability of pilots to build a mental picture of other airspace users, positively contributing to safety in the GA sector.”
The changes come in with immediate effect and further information can be found on the CAA’s website:
http://www.caa.co.uk/application.aspx?catid=33&pagetype=65&appid=11&mode=detail&id=5871
http://www.dhv.de/db1/source/technicdatareportnotes.php?lang=en&item=216
In short - you must always check that the reserve you fit to your harness can be correctly deployed. If in doubt get a professional to fit it for you.
If the strap connecting the handle to the inner deployment bag is too long, the DHV suggest that a figure of eight knot can be used to shorten it.
The problem appears to be evident with the harnesses in question only when high packed volume reserves are used but is in truth common to nearly all harnesses and reserves if poorly fitted...
The conduct of some recent flights at Beachy Head suggest that a reminder of the restrictions that apply there might be helpful in avoiding problems with the local residents and the Eastbourne Borough Council who permit us to fly there.
The site is very popular with visitors of all kinds, and we must make sure that we do not draw the wrong kind of attention to ourselves.
Firstly, be aware that while the SE bowl may be flown all year round, the cliffs may not be overflown below 200 feet AGL (730 feet AMSL) between 1 February and 1 August.
The lower SE cliffs may be soared as far as Holywell café on the outskirts of Eastbourne, but we must avoid overflying the Whitbread Hollow bird sanctuary in the next bowl along from take-off towards Eastbourne. Soaring the promenade is forbidden.
To fly the south cliffs, you must be Pilot rated.
Please read the site guide entry for Beachy Head if you are in any doubt about the flying rules and restrictions, and if anything is not clear, please contact a committee member to highlight any confusion so that the guide can be reviewed and amended if required.
It's a BHPA rule that a helmet must be worn. Insurance is provided on the basis that BHPA rules are adhered to. So if you fly without a lid - you may find you have no insurance...
I witnessed and was first aider at a paragliding crash where the pilot's helmet came off (4Fight, came off while done up with no visible damage to the helmet.) The russian female pilot had visible severe head injuries and is understood to have died after repatriation.
From SEWHGPGC:
Model Competition at Nant-y-Moel
Sorry for the late notice, but I've just heard that the model aircraft folk will be holding their international event, the Welsh Open, at Nant-y-Moel this weekend (Fri 20th - Sun 21st September 2013).
This is the penultimate event for a seasonal FAI Euro Tour Competition and there will be several competitors flying on the weekend in with a chance of wining the Euro Tour Competition so the level of competition will be high.
As the current forecast wind direction for Saturday is south westerly, this is likely to mean that their competition will take place close to the area we normally use for take-off and landing.
In the interests of safety, SEWHGPGC members are strongly advised to avoid flying Nant-y-Moel over the weekend whilst this competition takes place.
If however you do decide to visit Nant-y-Moel over the weekend, please co-operate fully with the Competition organizers and take extra care. Remember modellers have just as much right to fly Nant-y-Moel as we do, and if one of our pilots comes into contact with a model aircraft whilst flying it's really going to spoil the hang glider or paraglider pilot's day as he or she will most likely come off the worst in the encounter.
Paul
Murphy say's you'll get one heck of a surprise:
H3934/13: Air display will take place
Q) EGTT/QWALW/IV/M/AW/000/021/5107N00043E006
AIR RACES MOUNTING FROM LASHENDEN/HEADCORN AD(EGKH). UP TO 40
PISTON ACFT WILL OPR WI 6NM RADIUS OF 510709N 0004258E . ACFT WILL
COMPLETE 4 LAPS OF THE COURSE IN AN ANTI-CLOCKWISE DIRECTION.
TURNING POINTS (TP) AS FLW.
AD TURN 510920N 0003854E
TP1 510448N 0003518E
TP2 510209N 0004157E
TP3 511025N 0004758E
AD TURN 510920N 0003854E
OPS CTC 01622890226. 13-09-0131/AS 2
LOWER: Surface, UPPER: 2,100 Feet AMSL
FROM: 08 Sep 2013 08:00 GMT (09:00 BST) TO: 08 Sep 2013 15:30 GMT (16:30 BST)
SCHEDULE: 0800-0930, 1130-1230, 1430-1530
Dimensional checks have recently been made locally on a number of Team 5 gliders and the lines have been found to be significantly out of tolerance. Consequently ALL Team 5 gliders should be considered grounded until such time as a satisfactory line length check has been completed.
Pilots are further advised by the DHV that line length checks should be undertaken every 50 flights..
Closest point is only 1.3km NW of Mt. Caburn launch.
Pilots must take great care not to infringe the open air assembly rules if thermalling away from Mt. Caburn this weekend.
i.e. Minimum of 1000' above and height to glide clear and do not launch or land within 1km.
Good airmanship requires that paragliders must not be inflated in or below the paddock unless their pilots can see that there are no hang gliders present.
It is not possible for them to to so from low down the paddock, still less in front, without their first walking up to a position above the brow of the hill.
Consequently NO PARAGLIDERS ARE TO BE INFLATED ON OR BELOW THE LEVEL OF THE FOOTPATH IN FRONT OF DEVILS DYKE PADDOCK AT ANY TIME.
Pilots MUST be able to visually check that there are no hang gliders using or about to use the paddock before inflating their wings. This is no more than an affirmation of the general principle that a pilot MUST complete a full pre-flight check, in particular the all around 'traffic' check, immediately before inflating a paraglider.
(This modification to the rules was made under Rule 11a of the constitution which allows the committee to make such changes without reference to a general meeting.)
Some notes from last night's meeting with Allen Elliott from the East Sussex Soaring Association.
The modellers are keen to break down any barriers between "us" glider pilots and "them" model pilots. We all recognise that we share the same airspace and the same land owners. Any incidents, be they in-air or ground-based confrontations, need to be resolved swiftly and amicably in the interests of safety and good land owner relations.
It is important to talk to the modellers. We can better understand each other's needs and flight plans. It seems that many of the model flyers have very limited knowledge of thermal flying and gliding practices and can benefit from the experience of SHGC pilots. By better understanding, we can better predict each other's actions and fly more safely together. For example, if the best thermal of the day is coming up the modellers bowl, what might be obvious to a glider pilot might not be to a model pilot focused on ridge soaring.
The biggest problem faced by the model flyers is that they are unable to keep a good lookout because they most keep focused on their model at all times. This produces a tunnel vision effect, so the first they might know of a glider's presence is when it arrives dangerously close to their model. WE CAN ATTRACT THEIR ATTENTION EARLY BY SHOUTING AS WE APPROACH AND PASS THROUGH THEIR AREA.
Allen agreed that all flyers must be full, insured members of their associations and operate in a sensible and responsible manner. He cited examples of young flyers with e-bay models and members of "the irresponsible idiots aerobatics club" as known problems. We can all look out for these types and explain the error of their ways. If a polite approach doesn't work, please refer to SHGC coaches, committee members or our counterparts in the East Sussex Soaring Association. Getting the land owner or police involved is a last resort and should never be necessary.
We discussed the different types of models flown on our sites and Allen proudly showed us his F3 racing model, a 3-5 kg, 2m wide solid carbon sailplane capable of 200 mph. While slow, light models are useful wind dummies and relatively safe to fly with if expertly piloted, some of these heavy, fast and aerobatic types do not mix well with gliders. It was a moot point whether a responsible model flyer should consider flying such things in mixed company.
1. Pilots must comply with Air Law.
2. All accidents and incidents must be reported to the BHPA using the Incident Report Form
within 48 hours. Any fatal or potentially fatal accident must also be reported to the police
and the Air Accident Investigation Branch immediately.
3. Pilots involved in any type of incident that could lead to an insurance claim must not
admit fault or liability.
4. A well fitting helmet <strong>must</strong> be worn on all flights. The helmet should be CE marked EN
966 in the HPG category.
5. Members who wish to be involved in any activity that involves others (e.g. Coaching,
Instructing, Dual Flying, Towing, Aerotowing) must be appropriately licensed and must
adhere to the requirements set out in the Technical Manual
6. BHPA members must fly acceptably certificated aircraft, or aircraft that have been
entered on the BHPA registration database.
7. When flying from club sites pilots must familiarise themselves, and comply with the club
site rules.
8. Members must only fly when fit to do so.
9. Members must restrict their activities to those that they are qualified to undertake.
10. Members must not act in a manner which brings or may bring the BHPA or the sport in
general into disrepute.
Nb. Aircraft means hang gliders, paragliders, parascending canopies and variants thereof (e.g. SPHG) that have been
encompassed by the BHPA.
Recommendations
The BHPA Pilot Handbook sets out recommended practice.
>>
Dear pilot colleagues!
After pulling our reserve chute in a gym and wanted them to repack under DHV instruction we encountered a severe failure with several (3) Skyline Zero Drag harnesses. It was for the pilots not possible to release the chute! The container could not be opened in flying position. After a short inspection we tried to pull out the container first with one hand than with to hands and still the container would not open, we measured the force and it showed above 10kg. This happens because of the cord material. After just one year the cord stiffens out and remains in the shape after the splint is being pulled out. It won't bend and therefor prevents the container from open and a chute failure is the result.
So please check your harness, the same and exact issue occurred on 3 Skyline Zero Drag harnesses.
We temporarily solved this issue and prior to this already informed skyline about this though no action followed. There were also DHV represantitives present and we hope for a security information in some time but I thought I won't held this information back because our lives depend on this! Report your harness to skyline if you have the same problem and can't release the rescue chute.
Read more: http://www.hanggliding.org/viewtopic.php?p=314434#314434#ixzz2MeTd6aMp
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.
Beachy Head and surroundings will be closed from Wednesday night until Monday for Eastbourne airshow.
See http://notaminfo.com/nationalmap for details.
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.
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.
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
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.
You have been warned!
http://www.bbc.co.uk/news/uk-17943864
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/Ausbildung/VideosKarl/Beinschlaufen_Tegelberg/Race_Harness_Restrainig_Safety.pdf
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.
http://www.dhv.de/web/en/safety/articles-statistics/ltf-a-and-b-class-saftey-check/
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.
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
We are seeing a number of Mount Caburn site rules being disregarded of late. Please ensure that you adhere to all of the site rules as the landowner lives locally and does not need our custom!
Rules being disregarded:
- Do not launch from below the 'top of the hill' i.e., not from half way up the hill to avoid the walk up. See the last item in this list.
- Keep the car park locked at all times. In particular when pilots are in the field as this can encourage non-members to enter.
- Right hand 360 only until more than 1000' above launch
- Do not overfly the cottages near to the farm complex at the bottom of Mt. Caburn
- Do not overfly the cottages near the car park at the bottom of Mt. Caburn
- Do not overfly the car park
- Do not slope land on the main face of Mt. Caburn other than at the no longer visible 'white mushrooms', which were situated:
- One by the lowest stile into Airworks' landing field
- One by the tree line at the east near the top of the hill
- One by the tree line at at the east just before it diverts east and some 100m above the cottages
- Slope landing is permitted on all parts of the western ridge, but do avoid interfering with any training.
- Do not land in Airworks' landing field except in an emergency.
- Do not park at the western end of Ranscombe Lane. Park only in the club car park or in Glynde village car park (if parking here, walk up the public footpath opposite the post office)
- Do not re-launch from the western ridge of Mt Caburn if Airworks are training there (The rule is do not launch at all, but they are accommodating.)
- No commercial coaching or training on the western ridge.
- Only walk up the eastern edge of the hill, currently following the line of the established path, though there are moves afoot to move us further east.
- When on the main face, do not stray from the path, especially at this time of year when ground nesting birds are present and various protected flora will be soon to flower.
As usual the spring mayhem returned with a vengeance with the sea breeze!
Why is it that pilots put their gliders away in September and think that they will be perfectly competent when their wings next see the light of day in February or March?
Granted there were a couple of low airtime pilots who were not exactly helping the reputation of red ribbon pilots, but the majority of the people flying badly were of at least 'intermediate' level, if not actually very high airtime pilots.
Some of the pilot's causing concern were not UK trained and not Polish! Sebastian has intimated that he would like to help integrate these pilots into the club as they may feel too intimidated or whatever to approach our existing coaches for guidance. I can only applaud this initiative - over to you Seb!
All this winging about poor piloting does no real good when the pilots concerned do not realise what it is that they are doing wrong, so I'll start a list:
- Telegraph your intentions to other pilots
- Fly predictably
- Avoid creating 'boxes' of gliders to trap one another.
- Think about the nearby pilots and their options and intentions
- Small changes of course to make the next pilot's life easier will usually make them less stressed and ultimately make your life easier.
- Observe air law, but remember that the rules are for collision avoidance; If you are out from the ridge but with it on your right, you cannot expect an oncoming glider which is tight to the ridge to move out in the expectation that you will move in! Only move in when it is safe to do so and then take your rightful place close to the hill.
- Observe build-ups of craft in any particular region and fly in the opposite direction! We managed to safely and without conflict complete a number of soaring tasks and top landings with a number of pilots through the afternoon. We only had to stop for a very short while in the middle of the afternoon when there were no unoccupied regions of the sky.
- Other than the fairly short period I mentioned above, it was not overcrowded per se on Sunday, so operating the red banner to close launch would not have helped. It was just that the few pilots who were there were flying so inconsiderately that they made it seem busy. If you think it is too busy for you, don't launch. If you cannot keep away from other pilots, whether you feel that it is them flying poorly or not, it is time for you to land. Remember, a good pilot will find more thermals than a bad one, even though there is a large amount of luck involved in locating them. This same 'luck' is involved in whether a pilot finds the sky overcrowded or not. The difference is that the pilot who is overwhelmed by the level of crowding they perceive will hurt someone...
- If you think it is too busy and you cannot be certain to fly in a manner not to make it worse, don't launch! There were a number of very experienced pilots who felt that the mayhem would have put their lives at risk and so they chose to wait until the culprits had exhausted themselves mentally and had to leave for an early bath, after which it became pleasantly uncrowded :0)
P.S. I am so glad that the Dyke webcam is down! I would not like to see a general weather forecast page/section that would encourage a zillion people to go to an already crowded site, though I would like to see one to encourage people to try sites further afield.
TTFN
SteveP
SHGC SAFETY OFFICER
----------------------------------
AIRWORKS PARAGLIDING & HANG GLIDING
The Old Station
Glynde
BN8 6SS
A force recently suffered line detachment during a spiral dive. As yet there is no information regarding the age or history of the wing nor the severity of the manoeuvre, however, Force owners are recommended by Apco to 'in the meantime reasonable steps of precaution you suggest should be followed and extra inspection of the wing, as well as avoiding wild manuevers'
As Wolf (?) says, windsocks are dead handy for making sure the landing is right on the spot, but lets try to make sure they're placed a good bit upwind of the target itself. We should also only use windsock sticks that are safe to fall / drop a glider on. Pass the risk assessment form someone....
Original at:
http://bhpa.co.uk/pdf/safety_notices/sn032.082011.pdf
Unformatted text:
British Hang Gliding
and Paragliding
Association Ltd
8 Merus Court
Meridian Business Park
Leicester LE19 1RJ
Tel (0116) 289 4316
Fax (0116) 281 4949
www.bhpa.co.uk
SAFETY NOTICE
Issued by Angus Pinkerton - Chairman of the Flying & Safety Committee 23 August 2011.
All paraglider power pilots, Instructors, Coaches and Safety Officers must READ, DIGEST AND TAKE
ACTION on the contents of this Notice and keep it for future reference.
If you hold a copy of the BHPA Technical Manual this notice must be inserted into it and retained until it is
withdrawn or superseded on instructions from the Chairman FSC.
3.5mm mAIllONS FITTEd TO wINgS FrOm
pArAmANIA mANuFACTurEd SINCE mArCh 2011
During the second flight of a brand new Paramania Revolution 2 paramotor wing the pilot
noticed one of his A riser maillons open up. He was able to carry out a safe landing.
Initial inspection of the maillon showed that the nut was correctly done up and the bottom
threaded section had been released.
Continued..........
Ref. no.: FSC.SN.32
Date: 08/2011
Pages: 2 (Pink)
b) There is considerable variation in the finished dimensions of these
maillons, particularly in the length of the nut and the size of the
opening. On nearly all of the maillons examined the nut length was
less than that shown on the design drawing, and the opening was
larger. This has the effect of significantly reducing the number of
threads actually engaged on the bottom threaded member. (The
design shows four threads engaged over a 4mm length. On two
of the maillons examined the actual distance engaged was less than
2.40mm.)
Continued..........
Further detailed examination and testing of the failed maillon and other identical maillons
has revealed that:
a) The failed maillon had improperly formed threads on the lower
threaded component (manufacturing defect).
c) This particular maillon type is manufactured in Taiwan by ‘Pro-Metal’.
This maillon type has been fitted to other glider types from other
manufacturers but, with the co-operation of the manufacturing
company, all of the affected gliders have been accounted for. Improved
quality control procedures have also been put in place to ensure that
defective maillons do not get incorporated into new gliders in future.
The BHPA Flying and Safety Committee advise that any pilot who has a Paramania wing
manufactured since the beginning of March 2011 fitted with 3.5mm maillons should contact
their dealer for details of the checking and replacement procedures Paramania have
established for ensuring the airworthiness of the maillons fitted to their wing.
The XC heads will be familiar with the thermal from by the Hurstmonceaux observatory and may have noticed the laser warning shown on the air chart. One of the staff informed me that it is very big, very powerful and is operated at any time of day or night. It's used to measure movement of tectonic plates by bouncing off a satellite or the moon to be picked up at receivers all over the planet. Apparently when it goes off it looks like something from star trek!
While it's only an advisory on the chart, it didn't sound like something you'd want to fly through.
More details when I've spoken to the laser walla.
Sorry, but this Safety Briefing is anything but brief and is really a concoction of several missives I have posted over the last few years, all of which remain painfully relevant today:
Once upon a time in the Southern Club there was gentlemanly behaviour in the sky. And it was Good.
Pilots on the ground were aware that they are the lowest form of aviation and justly gave way to all those above them. They even looked to check.
Pilots thermalling were given right of way and ridge soaring pilots would turn back before interrupting the thermalling pilot's 360.
When it was seen to be getting too busy, pilots would either thermal away or gracefully bow out after a few minutes ridge soaring to allow others the chance to do so.
In the early days of paragliding, once paraglider performance had advanced to the point where soaring was commonplace, we would often land unbidden to allow a waiting group of hang glider pilots free use of the sky. It would usually take only a few minutes before they were high enough to permit usual service to resume.
Wouldn't it be nice if those days returned?
It has been notable how close together everyone is flying nowadays.
Please do try to give each other more room.
Also it is important to telegraph your next move as clearly as possible. I'm not
saying give hand signals, though providing you are flying in accordance with the
ANO that is not a bad idea, just make it obvious where you are planning to go and
try not to make erratic course changes when other are in close.
Please don't sit just behind and outside a ridge soaring glider as
this effectively prevents them from turning back, almost as if you were overtaking
them on the outside. If you are closely following another ridge soaring glider, aim
to be directly behind or better still towards the ridge.
A number of pilots have 360'd into the hill recently. Fortunately
they had very nearly completed their turn and so got away with little more
than a suprise stop. I would hazard that in most cases this was not caused by
inexperience, but by a little rustiness from the poor weather. Do
take extra care flying at rising ground and remember that your skills will atrophy
suprisingly quickly if you don't fly every day.
Also, when top landing, get your glider pointing into wind, even if you have
already landed. This will slow your progress across the ground significantly and
may save you having to explain yourself to an irate pilot who's maid out wing you
just trashed. With a paraglider it is never to late to be able to turn into wind,
just to late to choose to do so. In the same vein, don't attempt to land anywhere
near rigged hang gliders. The current batch cost an absolute fortune, which your
insurer would not be keen to pay.
Mind the Ice Cream Vans!
Collision avoidance:
1. If it is too crowded for you, don't launch.
2. If by launching you will make it too crowded for the pilots already airborne, don't launch.
3. Overtaking. It is the absolute responsibility of an aircraft performing an overtaking manoeuver to maintain clearance from the craft being overtaken. No pilot is expected to look far behind them before executing a turn. Try that on a 747 and see how much you can spot. The pilot is of course expected to check that a planned turn will not endanger another aircraft, but only by checking the space ahead, to the side and astern as reasonable. The vast speed differential of a hang glider compared to a paraglider can cause the hang glider to 'appear out of nowhere' to the perspective of a PG pilot being overtaken. Hang glider pilots should also be aware that the view of a hang glider flying straight at you is of a very thin white line and the top of someone's head, not the most visible of profiles.
4.If it is too crowded for you and you are in the air, make your way to an immediate safe landing.
5. Fly-on-the-wall landings are potentially very painful and expensive and should be avoided unless you have absolute confidence in your ability or no alternative option.
6. It is common courtesy for paragliders to slope land if there are hang gliders airborne and struggling to maintain height. The inconvenience of stopping your flight for a few moments hugely outweighs the inconvenience of being forced to bottom land a hang glider, with the attendant hour or so of de-rigging and rigging.
7. ANY pilot can call for a red ribbon half hour. You don't need to seek anyone's permission, though of course you will be expected to justify your actions to the growing angry mob of pilots waiting to launch. If in doubt, ask a coach.
8. Hang gliders invariably find themselves overtaking paragliders if they are being flown together, imagine flying in a forest and you get the idea. For this reason the hang glider pilot needs to be doubly sure of their abilities before venturing into a cloud of paragliders. If there is a mid-air collision, evidence has shown that the hang glider pilot will normally come off worse, usually fatally so.
9. Low sun is a major hazard at this time of year. Pilots must be aware that if they are approaching another aircraft from 'out of the sun' it is probable that they will not have been seen.
10. We used to also operate a hang glider half hour/paraglider half hour separation system. This has not been required of late because there have been few inexperienced hang glider pilots flying when the paragliders are present. If, as it would appear, we are now seeing an increase in the number of low airtime hang glider pilots then I see no reason that this system should not be re-instated, unpopular as it was...
If the system is reinstated, then any pilot can call for it to be brought into play. I'd suggest referring to a coach as there are plenty of them about now.
If we don't resolve conflicts due to overcrowding then it is almost inevitable that we will have ANOTHER FATAL MID-AIR COLLISION. It is the responsibility of ALL PILOTS to behave as educated adults and to avoid exposing themselves or others to this risk.
The last SHGC mid-air collision between a hang glider and a paraglider occurred when no other gliders were in their immediate vicinity. (There were three gliders above them and no other present)
They were both working the same thermal and had been for a short while?with apparently acceptable separation.
The paraglider may have entered an area of stronger lift, climbed into?the path of the hang glider, who was unable to take evasive action?within the time available.
The hang glider struck the trailing edge of the paraglider with his?control frame and became enveloped/attached.
The paraglider pilot deployed their reserve, after which the craft?separated, with the hang glider inverted.
The hang glider pilot was able to regain control and make a safe?landing. The paraglider pilot landed with a significant downwind element?(Their main may have been providing some lift in that direction) and was?arrested by the barbed wire fence behind launch.
Neither pilot suffered any immediately apparent major injury.
The hang glider was not visibly damaged.
The paraglider suffered significant damage.
A couple of comments/lessons to be learned:
Paragliders are prone to involuntarily 'stopping' in mid-air and rising?violently in thermic conditions. Consequently hang gliders should avoid?thermalling within a short vertical separation. The same can be said for?paragliders!
Hang gliders have limited control in roll and yaw; paragliders should?avoid forcing them to explore those limits.
The hang glider pilot should really have deployed his reserve. It was?high enough to have deployed had he been able to throw it beyond the?disturbed air caused by his inverted wing. Having chosen not to deploy,?in this case, generated the best possible outcome. That would not?usually/necessarily have been the case. Certainly research has shown?that most fatal paraglider accidents could have been avoided by?deployment of the reserve.
When did YOU last pack your reserve? I recommend 3 month cycle - it?makes a huge difference!
This is the first HG/PG midair of which I am aware in that the HG pilot?survived... This was as a result of the high structural integrity of?the king-post-less glider when inverted and the consummate skill of the?pilot in recovering the situation.
This report does not seek to apportion blame.
The 'glider falling from the sky into me' scenario has troubled me for?years. More by the grace of God than anything else, this seems to be a very?unusual occurrence, even in competition where separation in thermals is?miniscule. I suspect that in part this is because we tend not to thermal?below people who are not in good control of their wings by virtue of?out-climbing them, but this is not a given.
I clearly recall tucking a HG in a thermal and losing several hundred feet,?while watching the PG below me perform a similar exercise and hit the?ground. Had he not done so, there is every possibility that I would have?taken him out anyway. There really is no safe distance to be below another?glider when thermalling, but the duty of care has to rest with the higher?pilot, who should at least scream if they are falling into another...(!)
As for an enveloped HG pilot being unable to deploy their reserve: In the?example in question, I suggested that the reserve could have been deployed?once they had separated and he was inverted. In the case of an enveloped?pilot, yes it would be very difficult to deploy. Therefore great care must?be taken to ensure that there is no mid-air collision in the first place!
To a hang glider pilot, paragliders are effectively flying trees. Given the?great disparity in speeds, the PG pilot can take little effective action to?recover an imminent collision with a HG. Therefore, they should exercise a?little respect and if there are HG struggling to climb out, they should give?them space. Equally, the HG should fly with consideration to the flying?characteristics of the PG.
Since the demise of the HG half hour, flying at the Dyke has become far less?stressful - If PG pilots do not give the HG guys a little space when needed,?then perhaps we should consider returning to this system?
- Desperation?Probably the biggest hazard, as always, is the human factor. You may have had a?long lay off waiting for flyable conditions at the weekend. Consider watching the?forecast and planning a midweek day flying. At this time of year the forecasts are?at their pretty useless though, so be prepared for last minute changes of plan.
When you get to the hill, if it is too windy, don't push your luck, the hill will still be there tomorrow! Remember, if you break yourself, you'll miss much more flying than a few minutes gale hanging...
- Sea Breeze?The sea breezes are well established now. The advancing sea breeze is often, though not always, betrayed by either a clearing of cumulus development towards the sea or by an advancing line of from curtain cloud to fracto-cumulus again with little or no cloud on the seaward side. The sea breeze can be very rough when it first arrives and is usually stronger when it first comes in, settling down after half an hour or so. For this reason, you don't really want to be in the air flying at Mt. Caburn when the sea breeze actually arrives unless you are competent to go over the back with the convergence. As always, if you see a linear cloud feature approaching, if you are at all unsure, land and wait for it to pass.
?At inland facing sites such as the Dyke or more so Ditchling, the advancing sea breeze will tend to back up behind the hill, then pour over in a big turbulent rush. No pilot who doesn't enjoy being tossed about like a cork in a storm wants to be in the air when this occurs. There have been numerous accidents over the years because of this.
As a relatively low airtime hang glider pilot, seeing an obstruction in no way?prevents me from hitting it. Please don't mess about or launch from the paddock if hang gliders are present, and certainly not if the red windsock is displayed.
There have been a number of injuries recently following attempted paraglider slope landings, which turned into controlled flight into terrain events. To hopefully reduce the incidence of these needless injuries please refresh your slope landing technique:
- Never approach the hill at an angle greater than 20 degrees to the slope.
- Maintain a contouring flight path as you flare. Do not turn away from the hill as you flare as you could drift 5m or more away from the ground before the stall occurs. Do not turn into the hill as it'll hurt.
- Slope land on the into-wind leg or the into-wind section of the hill. I.e., if the hill starts falling away the leg may gain an increasing downwind component.
- ALWAYS STAND PROPERLY WELL BEFORE THE LANDING This applies to all landings and means sliding off the seat and adopting a PLF position, with ankles directly below the shoulders and hips and the knees slightly bent.
- Under no circumstances lift your legs to land on your backside. EVER!
- If the landing looks too fast then turn away from the hill and continue flying. If this is not possible, be prepared to PLF.
- Having slope landed, if collapsing your wing is proving difficult, aim to fly it forwards in a controlled manner into the ground. Once on the ground and facing down, release the brakes to stop it flogging.
If you still have issues with slope landing, or for that matter, top landing, see your instructor or a coach.
Fly safe!
SteveP.
Appendix:
Exerts fromCAP 393:
Avoiding aerial collisions?8.—(1) Notwithstanding that a flight is being made with air traffic control clearance it shall?remain the duty of the commander of an aircraft to take all possible measures to ensure that his?aircraft does not collide with any other aircraft.?(2) An aircraft shall not be flown in such proximity to other aircraft as to create a danger of?collision.?(3) Subject to sub-paragraph (7), aircraft shall not fly in formation unless the commanders of the?aircraft have agreed to do so.?(4) An aircraft which is obliged by this Section to give way to another aircraft shall avoid?passing over or under the other aircraft, or crossing ahead of it, unless passing well clear of it.?
Overtaking?11.—(1) Subject to paragraph (3), an aircraft which is being overtaken in the air shall have the?right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight,?shall keep out of the way of the other aircraft by altering course.
Approaching head-on?10. When two aircraft are approaching head-on, or approximately so, in the air and there is a?danger of collision, each shall alter its course to the right.
Order of landing?13.—(1) An aircraft landing or on its final approach to land shall have the right-of-way over?other aircraft in flight or on the ground or water. [But the other pilot needs to know that you are landing! S.P.]?(2) An aircraft shall not overtake or cut in front of another aircraft on its final approach to land.?(4) If the commander of an aircraft is aware that another aircraft is making an emergency?landing, he shall give way to that aircraft.?(6) Subject to paragraphs (2), (3) and (4), if two or more flying machines, gliders or airships are?approaching any place for the purpose of landing, the aircraft at the lower altitude shall have the?right-of-way.
Landing and take-off?(3) If take-offs and landings are not confined to a runway—?(a) when landing a flying machine or glider shall leave clear on its left any aircraft which has?landed, is already landing or is about to take off;?(b) a flying machine or glider which is about to turn shall turn to the left after the commander?of the aircraft has satisfied himself that such action will not interfere with other traffic?movements; and?(c) a flying machine which is about to take off shall take up position and manoeuvre in such?a way as to leave clear on its left any aircraft which has already taken off or is about to?take off.?(4) Subject to paragraph (5) a flying machine shall move clear of the landing area as soon as it is?possible to do so after landing.
Beachy head and surroundings closed - see shgc.org.uk/notams for details
http://www.nrk.no/sport/veko/1.7694281
Still, at least it was all on video...
looks like a swivel would not have gone amiss either.
The small quick link (copy of a maillon-rapide) securing the lines to the risers on a Paramania glider failed during the test flight of a new wing.
The wing was produced at the Gin factory, so a number of different brands could be affected. (Gin gliders appear to use the real deal)
Do check that your are stamped or engraved with the EN number.
http://paramotorcentral.org/viewtopic.php?f=7&t=31947&p=36703
RESTRICTED AIRSPACE (TEMPORARY). RESTRICTION OF FLYING REGULATIONSMADE UNDER ARTICLE 161 OF THE ANO 2009 (MIL ACFT SHOULD COMPLY WITHJSP552 201.135.9).1. BETWEEN 0430-1000 ON 26 MAY NO ACFT IS TO FLYBELOW 2500FT AMSL WI AREA BOUNDED SUCCESSIVELY BY A STRAIGHT LINEFROM 514508N 0001309E TO 514055N 0000652E,A STRAIGHT LINE FROM514055N 0000652E TO 513232N 0000055W,AN ANTI-CLOCKWISE ARC OF ACIRCLE HAVING A RADIUS OF 17 NAUTICAL MILES CENTRED ON 512812N0002713W FROM 513232N 0000055W TO 513611N 0000311W,A STRAIGHT LINEFROM 513611N 0000311W TO513611N 0001830W,A STRAIGHT LINE FROM 513611N0001830W TO 515101N 0000025W,A STRAIGHT LINE FROM 515101N 0000025W TO515146N 0000006W, A STRAIGHT LINE FROM 515146N 0000006W TO 515155N0000120E, AND AN ANTI-CLOCKWISE ARC OF A CIRCLE HAVING A RADIUS OF 8NAUTICAL MILES CENTRED ON 515306N 0001406E FROM 515155N 0000120E TO514508N 0001309E. EXCEPT ACFT MAKING AN APPROACH TO, OR DEPARTINGFROM LONDON STANSTED AIRPORT, OR RAF NORTHOLT WHILST UNDER THECONTROL OF EITHER THE LONDON TERMINAL CONTROL CENTRE AT SWANWICK ORRAF NORTHOLT APPROACH OPERATED BY THE METROPOLITAN POLICE SERVICE,ESSEX POLICE, THAMES VALLEY POLICE, OR THE HELICOPTER EMERGENCYMEDICAL SERVICES OR OPERATED WITH THE SPECIFIC AUTHORITY OF EITHERCHIEF SUPERINTENDENT PETER TERRY OR CHIEF INSPECTOR STEVE OSBORN OFTHE METROPOLITAN POLICE SERVICE. CONTACTABLE THOROUGH THEMETROPOLITAN POLICE SERVICE AIR SUPPORT UNIT ON TELEPHONE 0208 34548882.BETWEEN 1900 ON 23 MAY 2011 AND 0900 ON 26 MAY 2011, NO AIRCRAFT ISTO FLY BELOW 2,500 FEET ABOVE MEAN SEA LEVEL WITHIN THE AREA BOUNDEDSUCCESSIVELY BY A STRAIGHT LINE FROM 513611N 0001253W TO 513611N0000311W, A CLOCKWISE ARC OF A CIRCLE HAVING A RADIUS OF 17 NAUTICALMILES CENTRED ON 512812N 0002713W, FROM 513611N 0000311W TO 512013N0000316W, A STRAIGHT LINE FROM 512013N 0000316W TO 512013N 0001255W,AND A STRAIGHT LINE FROM 512013N 0001255W TO 513611N 0001253W. EXCEPTACFT MAKING AN APPROACH TO, OR DEPARTING FROM LONDON CITY AIRPORT,LONDON HEATHROW AIRPORT, OR RAF NORTHOLT, WHILST UNDER THE CONTROL OFEITHER THE LONDON TERMINAL CONTROL CENTRE AT SWANWICK OR RAF NORTHOLTAPPROACH OPERATED BY THE METROPOLITAN POLICE SERVICE, ESSEXCONSTABULARY, THAMES VALLEY POLICE, OR THE HELICOPTER EMERGENCYMEDICAL SERVICES OR OPERATED WITH THE SPECIFIC AUTHORITY OF EITHERCHIEF SUPERINTENDENT PETER TERRY OR CHIEF INSPECTOR STEVE OSBORN OFTHE METROPOLITAN POLICE SERVICE. CONTACTABLE THOROUGH THEMETROPOLITAN POLICE SERVICE AIR SUPPORT UNIT ON TELEPHONE 0208 3454888. AUS 11-05-0145. AS 6
LOWER: Surface, UPPER: 2,500 Feet AMSL
FROM: 23 May 2011 19:00 GMT (20:00 BST) TO: 26 May 2011 10:00 GMT (11:00 BST)
This winter I saw another glider stall in big ears and analysed an accident where that was the likely cause. That makes 3 I've seen and several more I've heard about. All on modern, sensible gliders in good condition. In the last two the pilots were badly hurt.
The problem is that in big ears you have about normal forward speed and plenty more downward speed (a much reduced glide angle). As paragiders maintain normal attitude in big ears, the result is a significant increase of angle of attack. The result of that is it doesn't take much for the glider to stall; a bit of turblence, a shear layer, brake, some rain, line skrinkage or cell stretch could all do the trick.
Current advice is that big ears should be immedialty and smoothly followed by application of full speed bar to get the angle of attack somewhere sensible again.
I suggest that big ears + bar should only ever be used when actually necessary and I can only think of two possible scenarios:
1. If you're in a cloud, or have made a mistake and are about to enter, and are following a compass bearing to escape in the right direction (without a compass you might just go round and round or hit something).
2. Possibly when bottom landing in wind much more than trim speed to avoid landing going backwards, thus gaining speed with extra collapse resistance. But entering a slower and/or turbulent boundry layer near the ground is one of the causes of big-ear stalling. I'd favour just enough speed bar and rear riser control if it's bumpy.
Clearly, both of these scenarios are to be avoided in the first place.
I think any other situation is better handled with speed bar, spiral dive or just patience. B-line is solely for if you're in a cloud and have forgotten the compass.
It has come to my attention that a small number of pilots have been flying dual while not appropriately licensed.
Unlicensed pilots may not fly dual with any passenger who is not themselves at least a licensed dual pilot.
I must remind you that this is strictly in contravention of BHPA mandatory safety requirements and they will be uninsured if they do so.
Duals may also only be flown when fitted with an appropriate certified reserve.
SteveP.
From Dave's fine website, http://notaminfo.com/ukmap & our NOTAMS page:
H1193/11: Air display will take place
Q) EGTT/QWALW/IV/M/W/000/025/5051N00033E002
AIR DISPLAY/AEROBATICS WI 2NM 5051N 00033E (MARINA PAVILLION, STLEONARDS ON SEA) 11-04-0131/AS 2.
LOWER: Surface, UPPER: 2,500 Feet AMSL
FROM: 23 Apr 2011 14:00 GMT (15:00 BST) TO: 23 Apr 2011 17:00 GMT (18:00 BST)
Once upon a time in the Southern Club there was gentlemanly behaviour in the sky. And it was Good.
Pilots on the ground were aware that they are the lowest form of aviation and justly gave way to all those above them. They even looked to check.
Pilots thermalling were given right of way and ridge soaring pilots would turn back before interrupting the thermalling pilot's 360.
When it was seen to be getting too busy, pilots would either thermal away or gracefully bow out after a few minutes ridge soaring to allow others the chance to do so.
In the early days of paragliding, once paraglider performance had advanced to the point where soaring was commonplace, we would often land unbidden to allow a waiting group of hang glider pilots free use of the sky. It would usually take only a few minutes before they were high enough to permit usual service to resume.
Wouldn't it be nice if those days returned?
The turbulent days of spring will be with us imminently; we have already had a few good thermalling days and February has barely started.
The rougher air may encourage less well informed pilots to change their chest/waist strap setting. Before doing so, you must be aware of the effects of the riser separation:
Too wide and although you will have good feedback and weightshift authority, this may become wearing. You will also experience increased spiral stability (the tendency to stay spiralling - not a good thing) and within a range of deflations you will get tilted more aggresively. This tilting can result in line twists.
Too narrow and you will not get enough feedback to tell you when to land, you are also more likely to suffer deflations and more likely to suffer line twists.
Every glider has a designed chest/waist strap setting which will optimise perofrmance and safety. Use it! If in doubt of the setting for your wing, RTFM.
The pilot's moment of inertia will also affect the likelihood of line twists. If you fly very upright, with your feet down, 'the old man position' you will exhibit pretty much your lowest possible moment of inertia and would be unlikely to get line twists. If you fly very supine &/or with your feet out as if in a stirrup or pod, then you exhibit a high moment of inertia. This is not all bad, but it can complicate the handling of big deflations. It is far simpler, whenever you feel a deflation is likely, to lower your feet and maybe also sit up. This has the added benefit of making most harnesses less rigidly cross braced and so more likely to ride out the rough air.
If it's rough and you are near the ground, say 100', you should go into the PLF position. You may not think it looks cool, but walking away from a 60% deflation and subsequent crash looks a whole lot cooler than the alternative. In which regard, the next time you are on the hill waiting for conditions, why not have a PLF practice session. It'll definitely be a good laugh, because most pilots are hopeless at them!
If you find you have a big deflation when fully supine, initially roll with it and bring your legs down slowly. What you don't want to do is find yourself rotating and then quickly lower you're legs as that will cause the rotation to accelerate.
In my experience, line twists are usually caused not on any initial deflation, but occur when the initial deflation recovers fast and the canopy violently rotates in the opposite direction. This is when you want your moment of inertia to be as low as possible.
Don't forget your sunscreen, I managed to get sunburnt on Tuesday!
TTFN
Steve Purdie
Nowadays the SHGC has to have a zero tolerance attitude to flying in our heavily used airspace whilst under the influence of narcotic substances. <b>Consequently, anyone repeatedly doing so will be reported to the police. <b/>
I have received a report that cannabis has again been seen being smoked by certain pilot(s) on our sites prior to flying.
I am sure that all pilots are aware of the dangers and severe penalties of such actions and that therefore would not countenance such a foolhardy act. However, if you have indeed flown under the influence, I trust that you will not do so again, knowing the hazards…
Regards
Steve Purdie
SAFETY OFFICER
SHGC
**PLEASE REMEMBER** DO NOT FLY CLOSE TO HORSES/RIDERS AND
STOP ALL GROUND-HANDLING IF THEY ARE PASSING BY.
A rider was seriously injured after her horse was 'spooked' by a paraglider being ground-handled, near one of our flying sites last week. The lady rider is undergoing skin grafts after receiving injuries consistent with being thrown onto a barbed wire fence.
Whilst the SHGC is not directly involved we have had communication from the rider's family asking for some dialogue to help prevent this type of accident in the future. As a matter of good PR we will continue this dialogue as necessary.
PLEASE STOP ALL GROUND-HANDLING WHEN HORSES/RIDERS ARE PASSING BY.
David Webb
Sites Officer
Lord Gage expressed deep concern regarding pilots flying low over a group of horses at Bo Peep/Firle on appx. 9/11/09.
Please be aware that low flying near to horses puts our access to most of our sites in jeopardy.
Please be especially considerate to horse riders when paragliding, or for that matter, driving anywhere near our sites.
Accepted wisdom is that a water landing is typically fatal, though this has been disproved on several occasions by our members, it is only a matter of time before someone DOES DROWN unless we all change our ways. The added buoyancy of the back protector in the harness usually holds the pilot face down in the water. Also the 400 metres or so of super-strong string is very effective at binding the pilot's arms and legs to stop them swimming.
Whenever you are flying anywhere that there is a significant risk of landing in water you are well advised to wear a life jacket. Given the weather of this could be construed as every site we have, but really we mean the maritime sites. Locally this is Newhaven and Beachy, plus a few unlisted sites. Wearing a life jacket does not make a water landing acceptable, but it does improve your chances of survival. The best thing you can do is to never land in the water in the first place! To achieve this is quite simple:
• Don't try to soar the harbour arm.
• Don't fly out of reach of a safe landing.
• Don't fly beyond the point when the wind is off to the south east.
• Don't fly beyond the point when the tide is in, or coming in.
• Don't fly when it is so crowded that there is not enough room to stay up.
Another hazard of cliffs and arêtes is of course the rotor. A new pilot was very lucky to escape with his life, let alone his legs unbroken recently when he strayed too far back and became pinned above the bungalows at Newhaven. A simple rule is that if you cannot see all the way down the face of the cliff to the beach, then you are too far back.
If you find yourself pinned in a hazardous position, then your best method for penetrating forwards is to:
• Point directly into wind; do not make any turns, swoops or other manoeuvres.
• Make sure that you have absolutely NO BRAKE applied – release any wraps.
• Consider using the accelerator while you are above any turbulent air. Big ears used in conjunction with the bar will allow you to fly fast in mild turbulence. Big ears alone will slow you down and seal your fate. Accelerator alone used low down in turbulence will also seal your fate.
• Get into the PLF position; the extra offset drag created will make the glider fly a little faster and if you do get a beasting, you may land on your feet and be able to PLF.
May, or even June will be with us by the time you read this. Allegedly we will be experiencing a warm but rather wet summer. If this is the case then we need to be aware of the formation of orographic cloud; wisps of cloud start to form very close to the hillside, followed by a very rapid blooming of cloud which can easily envelop the unwary flyer. If you spot telltale wisps then land immediately!
Given the very poor start to the year the biggest hazard is inevitably going to be rusty flying skills – I have flown on every possible day and I feel rusty, heaven help those who have not flown yet this year! Please give each other more consideration that usual and don't assume that there is enough airspace left for you to fly.
Trees – the tree landing season will be upon us so remember, don't risk falling out, make sure you are well and truly roosted.
You won't live long enough to make all the mistakes, so learn from others.
Fly safe and keep having fun!
Steve Purdie
At last. It's that time of year again. The thermalling season has started!
We've already had some strongish thermal activity, though this has been limited so far by thin cirrus filtering the sun a bit - even Caburn at lunch-time in sea air has been relatively benign. But, look out for the next cold night and really clear day...
<b>Things To Remember</b>
Despite being at its warmest for years, seasonally speaking the sea is at its coolest now, so there may not be much of an early morning land-breeze to give you an indication of the impending wind; pay attention to the forecast and upper wind-speeds.
The air at night still gets pretty cold at this time of year, but the morning sun now has a bit of punch and will rapidly produce a shallow super-adiabatic layer with small parcels of air going both up and down quite fast. Within about half an hour this layer will deepen and flows will become more organised and suitable for soaring.
Surface heating will gradually raise the temperature to the point at which the wind can get down to ground level and, as you catch sight of the first cumulus of the day, a gusty surface wind will start. Thermals going up start to cause downdraughts coming down to fill the 'holes' and these sinking parcels of air bring their upper-level wind momentum with them adding to the gustiness and sharp direction changes of the air at flying levels. Average climb rates will leap from the 2-400 fpm of the last few weeks to 800fpm or more. Downdraughts will increase in similar magnitude.
Be prepared to get gusted off the ground during your launch or whilst ground-handling and don't forget to sit on a wing tip when parked. If you leave your glider, make sure it is securely bundled under the weight of your harness.
<b>Crowded Skies</b>
This is one of the seasons when over-crowding can get to be a real problem. Lots of pilots, all scrabbling for the same small thermals, some of them insufficiently experienced, others out of practice, others totally oblivious of the conditions. If you have the opportunity to go elsewhere to fly, now is the time!
The problem is not so much that there will be more fliers because the sun has come out, but is more due to increased instability and typically small spring thermals. In this kind of air we all need more room to allow a safe margin. Add a couple of wingspans extra horizontal clearance and do not take your vertical separation for granted; gliders can change height very rapidly. You can find yourself only a few feet away from someone who is climbing at over 1000fpm when you are literally falling out of the sky.
Allow space for the pilot in front of you to circle and centre in thermals. Make it clear that you are giving way by making a slight turn to one side, holding off, then joining behind them. They will afford you the same courtesy when it is your turn.
<b>Sea Breeze Fronts</b>
Spring sea breezes are generally patchy broken affairs, often more of a curse than a blessing. Onset may be sudden and with little warning, though there is usually a flurry of intensified thermal activity just ahead of the front. As the season progresses they tend to develop as more organised large-scale flows and may even stretch for some miles in straightish lines. In these conditions the wind will gradually back and decrease as a SW sea breeze front gets nearer, finally increasing sharply just before the front comes through. Look for vertical movement in the approaching curtain cloud. If this is rapid or disorganised, stay well clear.
As a rough guide, I would not recommend you to play with sea breeze fronts at low level unless you have some hundreds of hours and are current on your wing. If however, you have good height when the front comes through, go with it and enjoy!
Ian Grayland