Tow rope broke, pilot killed ( Air Sailing)

May 09, 2004

Latest news in brief from northern Nevada

ASSOCIATED PRESS

RENO, Nev. (AP) - A Berkeley, Calif., man was killed when his glider
crashed in Palomino Valley about 25 miles north of Reno, authorities
said.

Ruben Zelwer, 63, was pronounced dead at the scene late Saturday
afternoon, said Washoe County Sheriff Dennis Balaam.

His glider was being towed by an airplane for launching and was about
300 feet off the ground when the tow rope broke, Balaam said.

Zelwer tried to land back at the Air Sailing Center off Winnemucca
Ranch Road but crashed in a field.

The 4 p.m. crash is under investigation by the National Safety
Transportation Board.

We have heard from many highly respected pilots that PT3 (Rope break etc..)
accidents are "totally avoidable". I'm sure this is usually true at lower,
cooler altitudes. However, I'd humbly suggest that there are circumstances
where the glider pilot has no attractive options in the event of a rope
break.

At the high density altitudes routinely encountered in the high deserts of
the western USA the very shallow climb angle that the typical tug can
achieve while towing a 2-seater at gross weight or a ballasted single seater
can place the glider pilot in a situation where, for the first 300 - 500
feet or so, a safe return to the runway is impossible. These high desert
runways are often surrounded by hostile terrain making the situation doubly
hazardous.

Adding to this hazard is the practice of mandating the direction of the
first departure turn even if this is downwind. This is often done for noise
reduction or traffic pattern standardization but it places the glider pilot
at increased risk. I'd much prefer the first turn be directly into the
crosswind.

If you accept a tow in this situation, the condition of the tow rope and
weak links becomes literally a matter of life and death. A few close shaves
has led me to an intense interest in the condition of the tow ropes. If the
rope and attached weak links are anything other than perfect, I will reject
the tow until better equipment is found.

The FAR's allow a wide range of rope strengths. It behooves us to set the
rope strengths near the top of the allowable range. The greater danger is
the rope that breaks unexpectedly not one that fails to break under stress.

Be careful out there.

Bill Daniels

"Andre Volant" wrote in message
om...
May 09, 2004

Latest news in brief from northern Nevada

ASSOCIATED PRESS

RENO, Nev. (AP) - A Berkeley, Calif., man was killed when his glider
crashed in Palomino Valley about 25 miles north of Reno, authorities
said.

Ruben Zelwer, 63, was pronounced dead at the scene late Saturday
afternoon, said Washoe County Sheriff Dennis Balaam.

His glider was being towed by an airplane for launching and was about
300 feet off the ground when the tow rope broke, Balaam said.

Zelwer tried to land back at the Air Sailing Center off Winnemucca
Ranch Road but crashed in a field.

The 4 p.m. crash is under investigation by the National Safety
Transportation Board.

Bill Daniels wrote:

The FAR's allow a wide range of rope strengths. It behooves us to set the
rope strengths near the top of the allowable range. The greater danger is
the rope that breaks unexpectedly not one that fails to break under stress.

Be careful out there.

I rock climb, and in climbing they use load limiting devices to handle
peak stresses that might overload an anchor (or your body). Could they
be of use here?

http://www.yatesgear.com/climbing/screamer/

They work by having the stitching rip at a set maximum load. Once the
stitching is all ripped, they become a static load carrying device.

They can be manufactured to basically any configuration. Under another
project, I've had them manufactured to activate at 2000 LBs load. You
can put them in parallel to raise the activation force.

This could allow you to use a more robust tow line, counting on the
devices to provide peak load limiting.

Terrible news about the accident...

Mike Y.

"Bill Daniels" wrote in message

At the high density altitudes routinely encountered in the high deserts of
the western USA the very shallow climb angle that the typical tug can
achieve while towing a 2-seater at gross weight or a ballasted single seater
can place the glider pilot in a situation where, for the first 300 - 500
feet or so, a safe return to the runway is impossible. These high desert
runways are often surrounded by hostile terrain making the situation doubly
hazardous.

Agree!

Adding to this hazard is the practice of mandating the direction of the
first departure turn even if this is downwind. This is often done for noise
reduction or traffic pattern standardization but it places the glider pilot
at increased risk.

What site/sites do this? (mandate an unsafe operation for noise abatement)


Andy