View Full Version : 2020 Accidents & Insurance, usa
CindyB[_2_]
May 19th 20, 12:07 AM
There has been less flying this spring due to Covid-19, yet a 30% increase in horrific accidents in the US 2019 vs. 2020.
A letter went out today urging several good ideas to consider by clubs and businesses to help reverse this trend.
Webinars, ground school sessions, additional dual checks before return to solo flight, simulator training, all offer methods to keep our brains & skills sharper.
This past Saturday was our first flight day since early March.
I spent :30 before first launch in a session like my Convention NTSB talks, where we diagnose what could
POSSIBLY have created the kiting fatality.
The 3 students and one rated pilot, plus towpilot, all had good ideas. Possibilities offered were:
Weight & balance, lack of recency, poor skills, incorrect trim, crazy weather, wrong towhook CG vs nose.
But none had the 'distraction' answer that was likely the Byron cause.
I added a round of talking about canopy openings (prevalence) 2 of 5 present (not me) had direct experience!
Where do you put your left hand during launch? Does it have as productive job? I teach to block spoilers closed, Not Holding that handle, blocking.
Then we covered how our normal ops could provide distractions (falling radio, incomplete checklists, launch chattycathys, startled passengers, etc).
Then we covered what I view as our site's specific greatest risk.
The 2 students made a dual flight first. The rated member took a higher than minimum tow ( on my urging).
We are not immune to accidents here, but I do my damndest to forestall that outcome.
I also teach addressing progressive laudable sites in the departure climb. From June 2018, free and at this link....
https://www.ssa.org/webinar/Takeoff%20Dangers%20and%20How%20to%20Avoid%20Them. mp4
Please. Please, soar safely.
Cindy B
CindyB[_2_]
May 19th 20, 12:09 AM
Landable.
Not laudable....cant figure out how to edit it. Sheesh.
Cindy
On Monday, May 18, 2020 at 7:09:25 PM UTC-4, CindyB wrote:
> Landable.
> Not laudable....cant figure out how to edit it. Sheesh.
> Cindy
Otto Korrekt strikes again?
You efforts are laudable! :-)
Mike the Strike
May 19th 20, 06:12 AM
On Monday, May 18, 2020 at 4:19:16 PM UTC-7, wrote:
> On Monday, May 18, 2020 at 7:09:25 PM UTC-4, CindyB wrote:
> > Landable.
> > Not laudable....cant figure out how to edit it. Sheesh.
> > Cindy
>
> Otto Korrekt strikes again?
>
> You efforts are laudable! :-)
Ah yes - what to do with the left hand! In the UK, they teach that the release should be firmly grasped during take-off. Definitely a good idea for winch launches, but IMHO not so great for aerotow. In many gliders, holding the release then obscures the spoiler handle with your arm so you can't visually check it. I was taught by my German instructor to do as Cindy says and either block or gently hold the brake handle to ensure it really is closed.
Mike
FWIW, I’ll humbly share the last ditch, immediately pre-launch safety check that I’ve been using since watching a 1-34 canopy come open on YouTube. (Thanks to the pilot that posted that!) It’s 1...2....3...go. 1 is verifying that the canopy is latched, 2 is verifying that the spoilers are locked, 3 is verifying that trim set and go is the rudder wag. No flaps on my glider or I’d incorporate those into this check as well. Obviously, this is in addition to and not in lieu of running a checklist. If anyone else finds this technique useful, great!
Be safe out there!
Tom[_21_]
May 20th 20, 05:13 PM
Some of the major contributing factors to the accident, incident and loss rates is a cultural problem that has its foundation in poor training, procedures and cockpit discipline. The SSF has been preaching and trying to effect change on these issues for a long time. A number of clubs/operators and instructors have been trying to make some headway on these issues. It’s frustrating as a lot of the problems are just the same now as they were years ago, there is no “new” way to crash a glider/towplane.
Overall I’ve seen a number of pilots trying to do the right thing, displaying a great attitude towards continuous quality improvements, studying, reading, training, seeking instruction and working on their weak areas.
I’ve also seen and heard a number of pilots displaying hazardous attitudes, tremendous macho egos, lack of awareness, poor skills, complacency and inability to listen or understand the implications of not operating safely. This group is very hard to change as this they tend to not listen, learn or even understand. I’ve heard the term “safety nazis” when referring to pilots/instructors or operations that simply are trying to do the right things.
Small sport, getting smaller all the time. Small insurance pool, getting smaller all the time. Insurance claims getting larger all the time. Self insure because one states “I just won’t crash” hasn’t worked out for several pilots I know.
The reality is there is a cancer in the sport, it might be too late to save it but that damn sure doesn’t mean I will quit trying. It’s incumbent on us as pilots, operators and instructors to hold the line, to be willing take steps to educate, train, role model and lead the sport on a better path.
With rights and privileges go responsibility.
Regards, Tom
Roy B.
May 20th 20, 09:14 PM
Hi Cindy:
I think that you are correct that the chief cause of most glider kiting accidents is glider pilot distraction. And, in my experience there are two major causes of glider pilot distraction on tow: 1) canopy opening in flight 2) suction cup mounted gadgets (Go-Pros, Ipads, Nooks, etc.) coming unstuck and falling somewhere in the cockpit). The former can be addressed by adherence to checklists. The latter I think should be banned entirely in favor of hard mounted device holders. My club has done that.
Roy
On Wednesday, May 20, 2020 at 4:14:19 PM UTC-4, Roy B. wrote:
> Hi Cindy:
> I think that you are correct that the chief cause of most glider kiting accidents is glider pilot distraction. And, in my experience there are two major causes of glider pilot distraction on tow: 1) canopy opening in flight 2) suction cup mounted gadgets (Go-Pros, Ipads, Nooks, etc.) coming unstuck and falling somewhere in the cockpit). The former can be addressed by adherence to checklists. The latter I think should be banned entirely in favor of hard mounted device holders. My club has done that.
> Roy
Yup, suction mounts suck. They also may mar the canopy if that's where they are attached. If you need a temporary mount for something like a GoPro use plenty of gaffers tape (not on the canopy).
George Haeh
May 21st 20, 03:21 AM
How many times can we sanctimoniously point to checklist errors?
All that demonstrates is that people screw up from time to time.
The training curriculum is totally silent on handling:
* a loose canopy, especially side opening.
* cockpit distractions such as cameras and other gadgets coming loose and bouncing about.
Mostly this stuff happens on launch and when it suddenly happens the pilot gets to improvise with varying degrees of success/failure.
My two launch principles are:
1. Hand on release
2. Touch nothing else but trim (happily mine's on the stick).
Well OK, the manual for my glider recommends changing flap during the ground run on aerotow and I did once close spoilers after discovering a bounce had popped them open.
I set up altimeter and electronics, check flaps, trim and spoilers locked BEFORE entering the cockpit. Once seated, I do the entire checklist.
Tom[_21_]
May 21st 20, 01:41 PM
It’s not that we are pointing out lack of checklist discipline “ sanctimoniously”, it’s because when do a flight review or or other instruction with someone who has flown a single place ship for years I often see non-compliance, odd made up procedures or a complete breakdown of procedures. Pilots can and do get away with this, until they don’t.
Checklists are not the only problem or answer but certainly if one treats it like a profession that lives are at risk around and no matter if they are paid or not act professionally the chances of a problem are less.
If one isn’t interested in improving, learning or hearing then there’s not a lot we can do other than try to manage that on a operational level.
Regards, Tom
On Thursday, May 21, 2020 at 5:41:34 AM UTC-7, Tom wrote:
> It’s not that we are pointing out lack of checklist discipline “ sanctimoniously”, it’s because when do a flight review or or other instruction with someone who has flown a single place ship for years I often see non-compliance, odd made up procedures or a complete breakdown of procedures. Pilots can and do get away with this, until they don’t.
>
> Checklists are not the only problem or answer but certainly if one treats it like a profession that lives are at risk around and no matter if they are paid or not act professionally the chances of a problem are less.
>
> If one isn’t interested in improving, learning or hearing then there’s not a lot we can do other than try to manage that on a operational level.
>
> Regards, Tom
Humans make mistakes, its normal and natural. Two pilots help a lot, on the principle that they both won't make the same mistake at the same time. A pilot who makes a mistake is not suddenly 'a bad pilot'.
Tom[_21_]
May 21st 20, 09:53 PM
Absolutely true. We all make mistakes. The question is what then? Does one continue to make mistakes or does one analyze, learn and grow from the mistake? I’ve seen both. Fundamentally the human factor is the most uncontrollable element for aviation or any high reliability occupation/endeavor.
A valuable part of training is for a pilot to be able to understand their tendencies, weaknesses, strengths and to be able to be as objective as possible about what they need to work on. It’s not just a checklist or skill issue obviously. Skill, knowledge and judgement with judgement being the foundation.
In a past job as an aviation accident investigator I saw a number pilots who were in complete ignorance or denial of their responsibility to know themselves and their limits.
Regards, Tom
Do you train to avoid making mistakes or do you train as if you will make mistakes?
Who’s has the ultimate authority over glider operations in the US? The FAA, the pilot in command, the contest director, the SSA, SSF, club chief instructor, DPEs...?
Stuff to think about
Dave Walsh[_2_]
May 22nd 20, 11:30 AM
At 02:56 22 May 2020, wrote:
>Do you train to avoid making mistakes or do you train as if
you will make
>m=
>istakes?
>
>Who=E2=80=99s has the ultimate authority over glider
operations in the US?
>=
>The FAA, the pilot in command, the contest director, the SSA,
SSF, club
>chi=
>ef instructor, DPEs...?
>
>Stuff to think about
>
Late to this thread but years ago a discussion as to what to
hold with your left hand got many replies that it was
potentially dangerous to hold the release knob! (Sounds
rubbish to me). The thinking was that the pilot might
accidentally release the low. In the UK I was taught (many
many decades ago) to hold the release. A surprising number
of people said this was wrong?
A quick trawl of YouTube videos shows most pilots not holding
the release during the launch!
I've never heard of or seen an accidental release; doubtless
they happen but the results are not, I assume, fatal for the
poor tug pilot.
A glider pilot having a hand loosely on the release is good practice. A glider has options with an inadvertent release, while us tow pilots have very few with a low level kiting incident.
I can tell you I follow this practice when flying my glider. Also, when I am towing, once the throttle is wide open, my hand is loosely on the towplane release until I have a bunch of altitude beneath me!
Absolutely nothing wrong with this procedure, in fact, highly recommended.
Richard Livingston
May 22nd 20, 02:24 PM
On Friday, May 22, 2020 at 5:45:04 AM UTC-5, Dave Walsh wrote:
> At 02:56 22 May 2020, wrote:
> >Do you train to avoid making mistakes or do you train as if
> you will make
> >m=
> >istakes?
> >
> >Who=E2=80=99s has the ultimate authority over glider
> operations in the US?
> >=
> >The FAA, the pilot in command, the contest director, the SSA,
> SSF, club
> >chi=
> >ef instructor, DPEs...?
> >
> >Stuff to think about
> >
> Late to this thread but years ago a discussion as to what to
> hold with your left hand got many replies that it was
> potentially dangerous to hold the release knob! (Sounds
> rubbish to me). The thinking was that the pilot might
> accidentally release the low. In the UK I was taught (many
> many decades ago) to hold the release. A surprising number
> of people said this was wrong?
> A quick trawl of YouTube videos shows most pilots not holding
> the release during the launch!
> I've never heard of or seen an accidental release; doubtless
> they happen but the results are not, I assume, fatal for the
> poor tug pilot.
Just once I tried resting my hand on the release during an aerotow. My thinking was that if the glider started to ground loop I would want to release ASAP. During that launch the glider hit a bump in the grass field, my hand involuntarily bumped the knob and released just as the glider got airborn.. I was surprised at how little pressure on the knob was required to release. I was able to land straight ahead, so no big problem. Now I just glance at the release knob so I have it in my mind where to go if I need to release quickly. Once airborn, I can't think of any reason to release quickly unless the tow plane signals. A winch launch might be different.
Rich L.
Rich, in my glider, i rest my fingers on the panel just above the release. That way it is readily available while there is zero chance of an inadvertent actuation. In the tow plane I do the same thing, with my hand resting against the side wall directly adjacent to the release. A little thought process applied to a guys particular release-set up will give him a solution to doing this practice safely.
Dan
Ramy[_2_]
May 22nd 20, 05:48 PM
Is there more info on the other accidents that happened this year even though the season barely started in most of the country?
Ramy
Tony[_5_]
May 22nd 20, 06:32 PM
Russia stall/spin fatal on approach in Virginia (?)
Std Cirrus stall/spin fatal at Seminole Lake after premature release on tow.
Dave Nadler
May 22nd 20, 11:02 PM
On Friday, May 22, 2020 at 6:45:04 AM UTC-4, Dave Walsh wrote:
> I've never heard of or seen an accidental release; doubtless
> they happen but the results are not, I assume, fatal for the
> poor tug pilot.
A guy I knew accidentally released on tow and went into trees.
I don't keep hand on release, but I do practice grabbing it
to make sure I can do it quickly...
On Friday, May 22, 2020 at 6:02:38 PM UTC-4, Dave Nadler wrote:
> On Friday, May 22, 2020 at 6:45:04 AM UTC-4, Dave Walsh wrote:
> > I've never heard of or seen an accidental release; doubtless
> > they happen but the results are not, I assume, fatal for the
> > poor tug pilot.
>
> A guy I knew accidentally released on tow and went into trees.
> I don't keep hand on release, but I do practice grabbing it
> to make sure I can do it quickly...
That has happened more than once.
One trick that is useful on gliders with low, center mounted releases that are are a bit harder to find, is to put a loop of parachute cord on the release that you can lay across your left thigh. Easy to find and pull with no looking. Gerhard Waibel came up with that idea after he couldn't find the release quick enough. His next glider design, and all after that, had it up on the left cockpit wall where it is easy to locate and pull.
FWIW
UH
son_of_flubber
May 23rd 20, 12:46 AM
On Friday, May 22, 2020 at 6:02:38 PM UTC-4, Dave Nadler wrote:
>.... I do practice grabbing it
> to make sure I can do it quickly...
Part of my prelaunch routine is to grab the release three times. One day the towplane's right gear collapsed. I was already flying in ground effect, but I managed to release, yaw and avoid collision.
I have to stretch a little to reach the release handle, so prior to 'practicing the grab' I held a 12" lanyard tied to the handle. One day I hit rough air towards the end of the runway (~30 AGL) and accidentally pulled the release handle ~1/4". If it had released, I would have landed in the trees. I favor finger tips on top of the release handle if possible.
I'm hoping my 'grab rehearsal' will speed up release. When the towplane gear collapsed on me, I only thought to 'pull release' after I saw the prop throwing up dirt, and after I thought it, there was a moment of delay.
Tom BravoMike
May 23rd 20, 04:26 AM
It did happen to me in 2006 in a LS4 in Minden, low altitude, but landed safely. A sudden bump in the air caused me to release prematurely. I just keep my left hand on my left knee since then - it could be the release or the airbrakes or a fly in my nose that the hand will have to go to.
> >
> Late to this thread but years ago a discussion as to what to
> hold with your left hand got many replies that it was
> potentially dangerous to hold the release knob! (Sounds
> rubbish to me). The thinking was that the pilot might
> accidentally release the low. In the UK I was taught (many
> many decades ago) to hold the release. A surprising number
> of people said this was wrong?
> A quick trawl of YouTube videos shows most pilots not holding
> the release during the launch!
> I've never heard of or seen an accidental release; doubtless
> they happen but the results are not, I assume, fatal for the
> poor tug pilot.
On Friday, May 22, 2020 at 8:26:18 PM UTC-7, Tom BravoMike wrote:
> It did happen to me in 2006 in a LS4 in Minden, low altitude, but landed safely. A sudden bump in the air caused me to release prematurely. I just keep my left hand on my left knee since then - it could be the release or the airbrakes or a fly in my nose that the hand will have to go to.
>
> > >
> > Late to this thread but years ago a discussion as to what to
> > hold with your left hand got many replies that it was
> > potentially dangerous to hold the release knob! (Sounds
> > rubbish to me). The thinking was that the pilot might
> > accidentally release the low. In the UK I was taught (many
> > many decades ago) to hold the release. A surprising number
> > of people said this was wrong?
> > A quick trawl of YouTube videos shows most pilots not holding
> > the release during the launch!
> > I've never heard of or seen an accidental release; doubtless
> > they happen but the results are not, I assume, fatal for the
> > poor tug pilot.
When I flew gliders on tow I had the tip of my index finger on the tow knob - no way I could inadvertently pull it. Once I forgot to hook up the elevator. Shortly after the tow started the glider started to kite; I knew immediately what the problem was and pulled the release - the towplane took off normally and was unaffected (I came out somewhat worse for the wear).
Tom
Roy B.
May 23rd 20, 03:06 PM
> Is there more info on the other accidents that happened this year even though the season barely started in most of the country?
Ramy:
You can also search Google for these NTSB references:
ERA20CA116 (Blanik L-23 totaled 3/1/20 on "practice" rope break)
ERA20CA151 (Pipstrel Sinus attempted engine start at low altitude on 4/10/20)
ROY
Dave Walsh[_2_]
May 24th 20, 01:13 PM
OK, so there are accidents out there following premature
release of (aero)tow but one might expect the pilot to fly the
plane neatly to the accident site, not to spin-in?
There are plenty of European/UK airfields where a low rope
break or a premature release will result in an accident
(vineyards, rocky river beds, orchards etc), it's risk one
accepts.
Maybe pedantic but "premature aerotow release" and
"spinning-in" are two different accidents, no?
>
I have spoken to two tow pilots who have had a tug upset (kiting) and both said it happened very fast and both recovered very low and if you are behind them and even think of getting high expect to have the rope.
Remember if something goes wrong either kiting or a tug engine problem they are likely to disappear from your view very quickly and you need to release then. Myself I keep my hand near the release the entire tow.
As for all safety matters just remember the rule have mostly been written in blood.
Yes gliding can be safe if you follow the rules and keep well within your limits but get it wrong only a tiny bit it will bite hard.
Arie
I hope I am wrong but I suspect it will be a bad year. If you are living in a chronic elevated fear state you are in no position to safely fly. Don't take my word for it, use the IMSAFE checklist. May the Lord have mercy on our insurance rates.
On Sunday, May 24, 2020 at 7:23:06 PM UTC-4, wrote:
> I hope I am wrong but I suspect it will be a bad year. If you are living in a chronic elevated fear state you are in no position to safely fly. Don't take my word for it, use the IMSAFE checklist. May the Lord have mercy on our insurance rates.
I do not agree with your opinion. Recognizing the increased health risk associated with Covid 19, and taking action to minimize exposure risks should have little affect on our ability to fly safely.
We do have to recognize that we are more rusty than usual and take extra care with assembly tasks and check lists. These are things we rely on out of habit and we do lose them without practiced reinforcement.
Also wise to fly on some benign days and take an extra practice flight to get back to proper form.
The IMSAFE checklist can be a very valuable tool.
UH
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