Canopy open incident.

[Walt Connelly]

I found this on YouTube and I would be more interested in what the crowd on Aviation Banter/Soaring had to say. I am impressed that this individual would post his video, has to be a bit embarrassing. Lots of second guessing and backseat flying in the comments but I think he did the right thing. What say you, far more experienced glider pilots?

Walt

https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!

[Bob Whelan[_3_]]

On 6/15/2013 7:03 AM, Walt Connelly wrote:
> I found this on YouTube and I would be more interested in what the crowd
> on Aviation Banter/Soaring had to say. I am impressed that this
> individual would post his video, has to be a bit embarrassing. Lots of
> second guessing and backseat flying in the comments but I think he did
> the right thing. What say you, far more experienced glider pilots?
>
> Walt
>
> https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!

Oh boy. This one should bring out the second guessers! (How do you separate a
2nd-guesser from a "There but for the grace of God..." response?)

I never had that happen to me, though I thought about it a LOT...maybe that's
why it never happened (dry chuckle)... In any event, "Fly the stinkin'
airplane!" was always Right Up There in my post-emergency plans. Takeoff
roll/immediate-post-lift-off (i.e. safe to land straight ahead) emergencies
always warranted their own categories of thought, since the release/land NOW
option was readily at hand, and hitting things horizontally is generally
better than the alternative (hard to do at the point in time the canopy opened
in this video).

IN GENERAL, my thinking tended toward pulling the plug so's to avoid
continuing to gain energy. I did so once (maybe more times, though only this
event springs immediately to mind) when I had a suspicion my tail dolly was
still on (it was)...minimize the embarrassment, and, the risk I felt was the
prudent thing to do. I didn't do it one time when I lost all electrics (one
audio vario!) on the takeoff roll...cheapness won out. Finished a diamond
goal/gold distance fun-contest flight in that case (most didn't).

Having flown a 1-34 exactly twice, an hour each flight and long ago, at this
point in time I *think* I'd have opted to pull the plug, based on the video
picture. That said, the flight was concluded safely, and Joe PIC's
post-opening thought processes didn't seem obviously, egregiously, flawed to
me. I've no doubt he learned many useful things from the incident...good on
him...and kudos for sharing the "learning opportunity" with the rest of the
interested folks of the world.

Bob W.

[Wayne Paul]

"Bob Whelan" wrote in message ...

On 6/15/2013 7:03 AM, Walt Connelly wrote:
> I found this on YouTube and I would be more interested in what the crowd
> on Aviation Banter/Soaring had to say. I am impressed that this
> individual would post his video, has to be a bit embarrassing. Lots of
> second guessing and backseat flying in the comments but I think he did
> the right thing. What say you, far more experienced glider pilots?
>
> Walt
>
> https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!

I've lost a canopy. Though not captured on video, I published it in hopes
that others could learn from something from my experience.

http://www.soaridaho.com/Schreder/HP-16/nocan.htm

Wayne

[Bill D]

On Saturday, June 15, 2013 7:03:38 AM UTC-6, Walt Connelly wrote:
> I found this on YouTube and I would be more interested in what the crowd
>
> on Aviation Banter/Soaring had to say. I am impressed that this
>
> individual would post his video, has to be a bit embarrassing. Lots of
>
> second guessing and backseat flying in the comments but I think he did
>
> the right thing. What say you, far more experienced glider pilots?
>
>
>
> Walt
>
>
>
> https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!
>
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>
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> --
>
> Walt Connelly

Well, this pilot can walk away and, presumably, the glider will fly again..... I'd bet there's a fairly large percentage of pilots who have had similar canopy 'events'. His emphasis on "fly the airplane" is laudable - except, possibly, in this case.

I've read reports which say pilots who suffer a takeoff emergency will almost always try to fly their aircraft once the ground roll is underway although this is usually not the best option. We can all think of pilots who might still be with us if they had aborted a takeoff when things started to go bad. To many pilots, the sky seems a safer place to think about how to deal with the emergency.

To abort a takeoff when there's still time takes resolve and self discipline. I brief my students to estimate a "go, no-go" point on the runway from where the glider can be stopped if the takeoff is aborted. Then, resolve to release before reaching that point if the takeoff roll isn't completely nominal.

I'd bet the pilot in the video, if again faced with the same situation, will release as soon as the emergency develops and land ahead on the remaining runway. As they say, "It better to be on the ground wishing to be in the air than in the air wishing to be on the ground."

[Guy B]

On Saturday, June 15, 2013 1:53:53 PM UTC-6, Wayne wrote:
> "Bob Whelan" wrote in message ...
>
>
>
> On 6/15/2013 7:03 AM, Walt Connelly wrote:
>
> > I found this on YouTube and I would be more interested in what the crowd
>
> > on Aviation Banter/Soaring had to say. I am impressed that this
>
> > individual would post his video, has to be a bit embarrassing. Lots of
>
> > second guessing and backseat flying in the comments but I think he did
>
> > the right thing. What say you, far more experienced glider pilots?
>
> >
>
> > Walt
>
> >
>
> > https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!
>
>
>
> I've lost a canopy. Though not captured on video, I published it in hopes
>
> that others could learn from something from my experience.
>
>
>
> http://www.soaridaho.com/Schreder/HP-16/nocan.htm
>
>
>
> Wayne

Yes, I lost a canopy too. My first flight in the 'new to me' Kestrel 19.
The levers were down, but not secured in the clips. Didn't know they had to be 'locked down'.
I was not in the habit of checking the canopy by pushing up.
The canopy departed shortly after liftoff, with no damage to anything else.
I released and landed straight ahead on the runway.
The canopy pieces were all found by fellow club members, and I managed to fasten them all back together and make the canopy serviceable again.

Subsequent flights have been much, much better.

Guy
CF-FGR

[Evan Ludeman[_4_]]

I think the high percentage decision here is leave the canopy open, release as soon as it is clearly safe to do so.

In primary training in a 2-33, my instructor had me fly straight and level at 45 - 50 mph and open the canopy. And in a 2-33 you can really open, and close the canopy at 50 mph with no issues. The point of the lesson was "the glider flies just fine with the canopy open", so: no need to panic if it flies open on its own accord, no need to try to do three things with two hands. The point was made by the instructor that if the canopy did blow open on tow, it wasn't going to be nearly so easy to deal with as flying slowly in free flight.

And there's the possibility that things can go *very* badly if you do insist on getting fancy trying to do all this stuff on departure.

This is one of the very saddest stories I know in soaring:

http://tinyurl.com/l8xatk8

I can't even imagine what it would be like to live with that on my conscience.

So... I've already figured this one out. If I somehow fail and the canopy opens on tow, I leave it, release as soon as it is clearly safe to do so.

Evan Ludeman / T8

[Boise Pilot]

> Boy, does this bring back a memory. Many years ago I was getting an airport familiarization and pilot checkout in a 2-32, the location is not important but I will say that part of the pattern is over the ocean. The procedure required three launches with landings terminated within 3 feet of a highway rubber cone on the runway. This is not the place to discuss operations at this field. I was very familiar with the 2-32 as I had done the majority of my training and initial solo flights in one. The check ride pilot was a fairly low time com'l pilot whose primary job was giving rides, these was not an instructional flights. As I closed the canopy for the final launch I noted that the handle was hard to move and did not seem right. I could see that the pins in front were engaged and asked the pilot in the back to verify the closing of the canopy which she did with the comment,"... that sometimes is just seems to be a bit harder to move the handle..." which by the way is pretty small. I moved the handle again and pushed on the canopy which did not open. Takeoff was normal until we were about 300' in the air starting a wide left turn. Similar to the 1-34 in the video, the canopy popped open from right to left. It twisted and just about took my ear off as it went over. My immediate though was to release but we were too far down the runway with no acceptable options off the end. The endless instructor's rant hit me, FLY THE PLANE. So I got back into tow position and reached over with my right hand, now flying with my left, and grabbed the canopy rim and pulled it back. I had to switch hands for a better grip to hold it down on the cockpit rail. At this point, the wind noise died down and there was a loud screaming from the back seat. I had visions of a badly injured person but was not able to turn around and check. I did say rather loudly that if possible could she fly, hold the canopy down or assist in any way. Just more loud screams. The tow plane turned downwind and I released. I had considered how to operate the spoiler and maneuver the stick. During my first two flights I noted that the spoilers were a bit stiff and did not tend to suck out at the landing speed so I stayed a bit high on downwind, this is a pretty long runway, flew the glider to final. Switched hands again with my right hand holding the canopy. Held the stick between my knees holding the proper speed and opened the spoilers using my left hand. I was able to let the spoiler handle go as I went back and forth between the stick and spoiler. The rubber cone, which was in the middle of the runway just happened to be a foot or two from my touchdown and went flying over the wing. The landing was fine with no damage. The screaming in the back seat was still going on but with less volume. Turned out that when the canopy opened and hit me on the side of the head there was some bleeding which got blown into the back seat and pretty much freaked the back seat 'passenger' along with loosing glasses and hat was more than could be handled. The final straw was that the operator wanted me to take another launch to complete the three required "cone" landings. After some discussion it was agreed that I was cleared to fly the 1-34...
Tom
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> Walt Connelly

[Tom K (ES)]

I am not ashamed to admit it was me. :)

After I landed and saw the footage I felt that it could be a great learning video on decisionmaking. Could I have done things differently, yes. This is not the goal of humiliating myself online. It is to demonstrate that we have options and to evaluate the options to the best of one's abilities. By going through my thought process it provides examples of the different options I thought about and explained what I did.

BTW, 2 engine failures in helicopters, a tail rotor drive shaft failure in the mountains in Alaska, and a couple of single engine failures in twin engine helicopters make a person always look for where am I going to go "if happens"...

Tom

[Walt Connelly]

I am not ashamed to admit it was me. :)
Tom

Tom, I applaud your posting of this incident. It's always good to be exposed to situations that make us think. I fly a 1-34 a lot and I have inadvertently caught my right shirt sleeve on the canopy release tugging it to the "almost" open position. I was a bit amused by some of the comments on Youtube....some of which are obviously from non glider pilots or low time newbies. Sure you could have released and landed straight ahead or made a left turn as you noted but what you did resulted in a positive outcome and that's what matters. I also have great respect for the cadre of experienced pilots on this forum and their opinions and comments were and are of interest to me.

Again, well done.

Walt

[son_of_flubber]

"If something goes wrong, or if you think something MIGHT be going wrong before you reach 100 feet AGL, pull the release and drop the nose. You have plenty of space to land straight ahead at this airport. There is no charge for a premature termination of tow."

I've heard this at least 50 times from a CFI-G. When the canopy opened, I thought "pull release, drop nose to level flight" and that is exactly what I would have done (and then I would have landed straight ahead).

I would like to develop this pilot's highly skilled and deliberate problem solving approach to solve the more complicated, novel and uncommon problems that were not foreseen in my rudimentary training. But over adherence to a deliberate problem solving approach might be a liability in a time-critical situation.

[Tony V]

On 6/15/2013 11:26 PM, son_of_flubber wrote:
> "If something goes wrong, or if you think something MIGHT be going wrong before you reach 100 feet AGL, pull the release and drop the nose. You have plenty of space to land straight ahead at this airport. There is no charge for a premature termination of tow."

At my club (Central Massachusetts USA - 3000 ft rwy), if I pull the
release near 100 ft on a hot no wind day, the "landing" will not be on
the airport.

Tony "6N"

[son_of_flubber]

On Saturday, June 15, 2013 11:34:57 PM UTC-4, Tony V wrote:
> On 6/15/2013 11:26 PM, son_of_flubber wrote:
>
> > "If something goes wrong, or if you think something MIGHT be going wrong before you reach 100 feet AGL, pull the release and drop the nose. You have plenty of space to land straight ahead at this airport. There is no charge for a premature termination of tow."
>
>
>
> At my club (Central Massachusetts USA - 3000 ft rwy), if I pull the
>
> release near 100 ft on a hot no wind day, the "landing" will not be on
>
> the airport.
>
>
>
> Tony "6N"

Good point. I now fly at an airport where 100 feet is likewise too high to land straight ahead. (That is why I raised the topic of landing out on an uphill grade earlier in the week.)

[2G]

On Saturday, June 15, 2013 6:03:38 AM UTC-7, Walt Connelly wrote:
> I found this on YouTube and I would be more interested in what the crowd
>
> on Aviation Banter/Soaring had to say. I am impressed that this
>
> individual would post his video, has to be a bit embarrassing. Lots of
>
> second guessing and backseat flying in the comments but I think he did
>
> the right thing. What say you, far more experienced glider pilots?
>
>
>
> Walt
>
>
>
> https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!
>
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> Walt Connelly

I won't 2nd guess his decision to stay on tow to evaluate the situation. I give him credit for continuing to fly the glider with no perceptible deviations. Contrast this to an accident at Ephrata, WA where a water bottle came loose in the cockpit shortly after becoming airborne. The glider pilot became preoccupied with grabbing the bottle and reflexively pulled back on the stick. The glider kited, pulling up the tail on the tow plane. The tow plane pilot was subsequently killed when the tow plane hit the ground (the forces on the tow hook exceeded the pilot's ability to pull the release).

PLEASE, the 1st priority is ALWAYS to fly the plane, especially at low altitude.

Tom

[howdy]

On Saturday, June 15, 2013 8:20:20 PM UTC-4, Tom K (ES) wrote:
> I am not ashamed to admit it was me. :)
>
>
>
> After I landed and saw the footage I felt that it could be a great learning video on decisionmaking. Could I have done things differently, yes. This is not the goal of humiliating myself online. It is to demonstrate that we have options and to evaluate the options to the best of one's abilities. By going through my thought process it provides examples of the different options I thought about and explained what I did.
>
>
>
> BTW, 2 engine failures in helicopters, a tail rotor drive shaft failure in the mountains in Alaska, and a couple of single engine failures in twin engine helicopters make a person always look for where am I going to go "if happens"...
>
>
>
> Tom

It can certainly happen to anyone. Aside from not latching the canopy, Hans would have been proud of your recovery. Good video.

Mark

[Walt Connelly]

On Saturday, June 15, 2013 6:03:38 AM UTC-7, Walt Connelly wrote:
I found this on YouTube and I would be more interested in what the crowd

on Aviation Banter/Soaring had to say. I am impressed that this

individual would post his video, has to be a bit embarrassing. Lots of

second guessing and backseat flying in the comments but I think he did

the right thing. What say you, far more experienced glider pilots?



Walt



https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!









--

Walt Connelly

I won't 2nd guess his decision to stay on tow to evaluate the situation. I give him credit for continuing to fly the glider with no perceptible deviations. Contrast this to an accident at Ephrata, WA where a water bottle came loose in the cockpit shortly after becoming airborne. The glider pilot became preoccupied with grabbing the bottle and reflexively pulled back on the stick. The glider kited, pulling up the tail on the tow plane. The tow plane pilot was subsequently killed when the tow plane hit the ground (the forces on the tow hook exceeded the pilot's ability to pull the release).

PLEASE, the 1st priority is ALWAYS to fly the plane, especially at low altitude.

Tom

One might think that an engineer could design a system which would overcome the force on the tow hook which exceed the pilot's ability to pull the release. I've heard of a condition like this happening when the glider pilot "thought" he had released and in fact had not. Never sure how things like that happen.

Walt

[Dan Marotta]

My first thought, from the comfort of the couch under the ceiling fan was,
"He should have released immediately." Upon reflection, the pilot performed
safely and successfully, so what's there to criticize? I especially liked
the part about holding the canopy closed with the elbow through the window.
Nicely done!

The link in a previous message did not work. Was this the accident in
question?
http://dms.ntsb.gov/aviation/AccidentReports/bb5oya55z5llw53agfqx4t551/E06162013120000.pdf

I knew him and was not surprised by the accident. I also watched him crash
a Nimbus 2 when he kited while the tow plane was still on the ground during
the takeoff run.
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20001211X12380&key=1
This was before the accident with a passenger on board.



"2G" > wrote in message
...
On Saturday, June 15, 2013 6:03:38 AM UTC-7, Walt Connelly wrote:
> I found this on YouTube and I would be more interested in what the crowd
>
> on Aviation Banter/Soaring had to say. I am impressed that this
>
> individual would post his video, has to be a bit embarrassing. Lots of
>
> second guessing and backseat flying in the comments but I think he did
>
> the right thing. What say you, far more experienced glider pilots?
>
>
>
> Walt
>
>
>
> https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!
>
>
>
>
>
>
>
>
>
> --
>
> Walt Connelly

I won't 2nd guess his decision to stay on tow to evaluate the situation. I
give him credit for continuing to fly the glider with no perceptible
deviations. Contrast this to an accident at Ephrata, WA where a water bottle
came loose in the cockpit shortly after becoming airborne. The glider pilot
became preoccupied with grabbing the bottle and reflexively pulled back on
the stick. The glider kited, pulling up the tail on the tow plane. The tow
plane pilot was subsequently killed when the tow plane hit the ground (the
forces on the tow hook exceeded the pilot's ability to pull the release).

PLEASE, the 1st priority is ALWAYS to fly the plane, especially at low
altitude.

Tom

[Roy Clark, \B6\]

On Saturday, June 15, 2013 5:20:20 PM UTC-7, Tom K (ES) wrote:
> I am not ashamed to admit it was me. :)
>
Happened to me in a 2-33 on 05-19-91 at Estrella. Canopy popped open when
we hit an Arizona boomer just as I was announcing (Thanks, Tom K.) 200 feet.
For a rare time in my life, being left-handed was a benefit. Grabbed canopy with left hand, stick pressure with right hand to get back behind tow plane, locked canopy with left, then released as was high enough for safe downwind landing in gentle winds.
Apologized to tow pilot about getting high - he said the rope was so slack he did't notice until he looked and "you weren't there."
Next morning walked out and found my hat and sunglasses.
Successful "Private Pilot Glider Practical Test Passed & Certificate Issued" that afternoon by Jim Burch - a super examiner and good guy. He had tow pilot roll into thermals and then reverse directions.
The "E" for "emergencies" or "eventualities" on my written checklist, read & done before attaching tow rope, has had a visceral (in your guts) meaning ever since.

[Evan Ludeman[_4_]]

On Saturday, June 15, 2013 6:31:57 PM UTC-4, Evan Ludeman wrote:
> I think the high percentage decision here is leave the canopy open, release as soon as it is clearly safe to do so.
>
>
>
> In primary training in a 2-33, my instructor had me fly straight and level at 45 - 50 mph and open the canopy. And in a 2-33 you can really open, and close the canopy at 50 mph with no issues. The point of the lesson was "the glider flies just fine with the canopy open", so: no need to panic if it flies open on its own accord, no need to try to do three things with two hands. The point was made by the instructor that if the canopy did blow open on tow, it wasn't going to be nearly so easy to deal with as flying slowly in free flight.
>
>
>
> And there's the possibility that things can go *very* badly if you do insist on getting fancy trying to do all this stuff on departure.
>
>
>
> This is one of the very saddest stories I know in soaring:
>
>
>
> http://tinyurl.com/l8xatk8
>
>
>
> I can't even imagine what it would be like to live with that on my conscience.
>
>
>
> So... I've already figured this one out. If I somehow fail and the canopy opens on tow, I leave it, release as soon as it is clearly safe to do so.
>
>
>
> Evan Ludeman / T8

link seems not to be working. Original follows.

http://dms.ntsb.gov/aviation/AccidentReports/bgkhou454riaux552yich4ma1/S06162013120000.pdf

[Bill T]

If you are under control, and the wind in your face is not an issue. Stay on tow. Get to an altitude where you know you can get back.

A 100 ft release on our 3500 ft runway will have your landing rollout beyond the airport fence, especially on hot days.
I'll pull the release on my students below 50 ft to emphasize, you've got to get it down and stopped!

Had a commercial ride for hire lose a forward Grob canopy on takeoff. Pulled the release at 200ft, standard training for a 180 return to the airport.
He did not make it back, the extra drag of the missing canopy was worse than full spoilers. He had to ground loop it when he saw a barbed wire fence that would have decapitated his front seat pax. They both walked away.

Another 2-32 commercial ride lost the canopy. Front seat pilot had glasses with sport safety strap, he did not lose his glasses. Stayed on tow to 500 ft and an uneventful return to the airport.

The first reaction to "release release release" must be tempered with, "I'm still flying, I'm still under control", "what are my options".
Or as we said in my military flying, "you're still flying, the EP is under control, take time to wind the watch and think about recovery".

BillT

[Bill T]

There is a new Schweizer style design that has roller bearings on the slide hook, used towing ultralights, not approved for airplane, no STC that I am aware of.

A Tost release on the tow plane should release a lot easier than the Schweizer style.

One could question the weak link. But a weak link may not fail with a gradual onset of load, but will snap if jerked as in a poor slack line recovery.

BillT

[Walt Connelly]

Reading many of these responses one might conclude that loss of one's glasses might be a high probability in a canopy opening on tow. Perhaps our check lists might need to include "safety strap on glasses." I wear a pair of FIT OVERS over my glasses when flying, they are secured with a strap which I would hope would preclude the loss of both in such an event. It would only add to the situation if a pilot was to suddenly find him or herself in such a situation and additionally be impaired by the lack of adequate vision. Also, the need to emergency egress and the opening shock of a chute might cause one's specs to depart one's face. It might be time for me to break down and have that Lasik number done.

Walt

[Ralph Jones[_3_]]

On Sun, 16 Jun 2013 14:15:43 +0100, Walt Connelly
> wrote:

[snip]
>
>One might think that an engineer could design a system which would
>overcome the force on the tow hook which exceed the pilot's ability to
>pull the release. I've heard of a condition like this happening when
>the glider pilot "thought" he had released and in fact had not. Never
>sure how things like that happen.
>
There was a tow-pilot fatality at my former gliderport years ago, in
which the towpilot apparently couldn't reach the release handle while
he was holding full back stick to avoid being nosed into the ground.

[ProfChrisReed]

I think the original poster made the best decision. Those saying he should have pulled off immediately and landed ahead can only speak with any authority if they've achieved that in a similar situation.

My canopy opening incident was while winch launching a Grob Astir. It appears from the witness marks that my sweatshirt was caught in the canopy lock, behind my shoulder and thus not visible, so the part of the mechanism I could see was engaged and a push up on the canopy didn't move it. A bump on the ground run pulled my sweatshirt loose and the canopy began to open as I rotated into the climb. RH hinged, so I automatically pushed it closed with my left. By then I'm 50ft into the climb and the thinking begins, starting with "fly the aircraft". By the time I've worked out the next course of action (hang on to canopy, because if it opens and breaks away my elevator might go with it, in which case it's goodnight) I'm at 200 ft and climbing. This is not too much height to land ahead on a 3,000 ft runway *if* (and only if) I can use the airbrakes - with my left hand, which is holding the canopy closed. So I rode the launch to the top.

Then some interesting attitudes while I failed to lock the canopy, followed by some experimenting with the airbrake. As I could use my elbow to modulate it between full and half open I set up for a full airbrake approach to the start of the runway, and used the modulation to land me a safe margin beyond that point. A non-event in the end, like the original poster.

As the commentary in the video says, by the time the pilot had everything under control there was still a land-ahead (actually 30 degree turn to a taxiway) option. But that option had to be flown with the aircraft in an unknown configuration - could he operate all the necessary controls? would 200ft of height be enough time to learn? The problem was a known one, and there was no further danger of the canopy disappearing, so I'm certain the right thing to do was to gain height. I'd have ridden the tow to 2,000 ft, to give me the option of using the parachute if I couldn't make the glider controllable for landing.

And let me stress the elevator again. If the canopy detaches at 50ft and knocks off the tailplane, that's probably not survivable. Hold the damned thing on, and work out a better plan!

[Bill D]

I can't see anything in the argument below that suggests either course of action would be preferable. Land ahead or fly away, the glider is in an unknown condition. Land or fly, you have to operate the controls. A canopy that has slammed open is bent or broken and won't close no matter how long the flight is extended.

If the flight does continue, the situation may snowball into something deadly. Accidents are a chain of events and several are in play as soon as the canopy opens. Extending this situation increases the chances something unexpected will add to the pilot's problem taking it beyond what the pilot can deal with. The canopy wasn't latched, perhaps the spoilers aren't locked either. Maybe the seat slips back from the pilots contortions. In this situation it would only take a minor event.

Releasing and landing ahead, as long as you have the room, is an excellent option not to be discarded lightly. It's fundamental to flight crew training that if somethings goes wrong with the aircraft while there's still room to stop, then damn it STOP! The question is, can you do it? If not, why not? People practice 200 foot rope breaks why not practice landing ahead when there's room?

I can't find a single incidence of an accident landing ahead after a malfunction but there's no problem at all finding fatal accidents where the pilot tried to fly a disabled aircraft. Anybody remember Clem Bowman?



On Monday, June 17, 2013 2:08:48 PM UTC-6, ProfChrisReed wrote:
> I think the original poster made the best decision. Those saying he should have pulled off immediately and landed ahead can only speak with any authority if they've achieved that in a similar situation.
>
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> My canopy opening incident was while winch launching a Grob Astir. It appears from the witness marks that my sweatshirt was caught in the canopy lock, behind my shoulder and thus not visible, so the part of the mechanism I could see was engaged and a push up on the canopy didn't move it. A bump on the ground run pulled my sweatshirt loose and the canopy began to open as I rotated into the climb. RH hinged, so I automatically pushed it closed with my left. By then I'm 50ft into the climb and the thinking begins, starting with "fly the aircraft". By the time I've worked out the next course of action (hang on to canopy, because if it opens and breaks away my elevator might go with it, in which case it's goodnight) I'm at 200 ft and climbing. This is not too much height to land ahead on a 3,000 ft runway *if* (and only if) I can use the airbrakes - with my left hand, which is holding the canopy closed. So I rode the launch to the top.
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> Then some interesting attitudes while I failed to lock the canopy, followed by some experimenting with the airbrake. As I could use my elbow to modulate it between full and half open I set up for a full airbrake approach to the start of the runway, and used the modulation to land me a safe margin beyond that point. A non-event in the end, like the original poster.
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> As the commentary in the video says, by the time the pilot had everything under control there was still a land-ahead (actually 30 degree turn to a taxiway) option. But that option had to be flown with the aircraft in an unknown configuration - could he operate all the necessary controls? would 200ft of height be enough time to learn? The problem was a known one, and there was no further danger of the canopy disappearing, so I'm certain the right thing to do was to gain height. I'd have ridden the tow to 2,000 ft, to give me the option of using the parachute if I couldn't make the glider controllable for landing.
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> And let me stress the elevator again. If the canopy detaches at 50ft and knocks off the tailplane, that's probably not survivable. Hold the damned thing on, and work out a better plan!

[ProfChrisReed]

Bill, I took the view that 200 ft of height was insufficient to learn how to land the glider safely if I couldn't use the airbrakes. I had plenty of practice landing ahead from simulated (and a few real) failures, but none doing so whilst holding the canopy closed and possibly unable to use the airbrakes. Allowing the canopy to swing open so I could use the airbrakes would risk full detachment and tailplane damage. And I'd need to let go of the canopy to pull the release.

All this is in the first two seconds or so after rotation, and a few seconds later the land ahead option is no longer available. So I decided that I needed height to sort out these issues, rather than trusting to luck if I released.

"Release if you have a problem and can land ahead" is a useful mantra, but the operative word is "if". I wasn't sure enough, and neither was the original poster.

I would have been sure if I had practised landing with a partially opened canopy, but bizarrely that's not on the training syllabus. Now, of course, I know how to do it.

[Bill D]

On Tuesday, June 18, 2013 5:12:22 PM UTC-6, ProfChrisReed wrote:
> Bill, I took the view that 200 ft of height was insufficient to learn how to land the glider safely if I couldn't use the airbrakes. I had plenty of practice landing ahead from simulated (and a few real) failures, but none doing so whilst holding the canopy closed and possibly unable to use the airbrakes. Allowing the canopy to swing open so I could use the airbrakes would risk full detachment and tailplane damage. And I'd need to let go of the canopy to pull the release.
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> All this is in the first two seconds or so after rotation, and a few seconds later the land ahead option is no longer available. So I decided that I needed height to sort out these issues, rather than trusting to luck if I released.
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> "Release if you have a problem and can land ahead" is a useful mantra, but the operative word is "if". I wasn't sure enough, and neither was the original poster.
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> I would have been sure if I had practised landing with a partially opened canopy, but bizarrely that's not on the training syllabus. Now, of course, I know how to do it.


It's normal for a pilot to try to hold on to an open canopy but DON'T DO IT! If a canopy has slammed open without departing the aircraft, it probably isn't going to - and it's probably beyond saving. If the canopy is really going to depart, you couldn't hold on to it with one hand at aero tow speed anyway. Leave the damned thing alone, it's not worth risking your life to save it. Release and "fly the glider" to a safe landing on the remaining runway if you have room.

An open and/or broken canopy fully meets the criteria for a "disabled aircraft". Don't fly a disabled aircraft if you don't have to.

You are absolutely right aborted takeoffs should be in the training syllabus. It's a perfect scenario to practice with Condor. Then when you have it down pat with the simulator, try it for real with an instructor.

If you think a mere canopy opening is a rush, consider this. We've recently had several incidents of tow pilots aborting a takeoff and coming to a quick stop on the runway with a glider on tow 200 feet behind. It happened to me. I was just able to tuck the Twin Lark's wing under the Pawnee's wing as I flew by. The tow pilot had no explanation for his actions.

For the tuggee's - if you have to abort a takeoff, continue at speed to the end of the runway to give the glider room to touchdown and stop behind you.. If you can't, depart the runway to the left.

A final story. I watched a Schweizer-trained pilot make a first flight in a Libelle. At 2000' AGL, as trained, the pilot pulled the red knob - but instead of the expected release, the canopy departed. It didn't hit the tail. It was just scratched when it hit the sagebrush. The pilot landed safely.

[Tom K (ES)]

This is exactly why I posted this video, to start a conversation about this situation that would cause pilots to think about what they would have done in this situation and maybe if it happens to them already have a plan in place.

Let's hope my next video will not be "Dealing with a plugged pee tube in my Diana glider".

Tom

[tstock]

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> the right thing. What say you, far more experienced glider pilots?

> https://www.youtube.com/watch?feature=player_embedded&v=r0I75OZmA-0#!
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I can't criticize because he succeeded.

If it were me, flying the airplane means leaving the canopy alone and flying, not grabbing for it. Next I would have released immediately since the plane was only 15 feet off the ground.

Grabbing the canopy and flying higher while switching hands or wrestling with it could have ended badly if he had gotten out of tow position, broke the rope, and was say... 50-75 feet AGL, and out of runway?

-tom