Crunch Alert (USA) - hugely serious but (apparently) non-fatal

At 15:00 01 May 2012, Papa3 wrote:


I watched a number of pilots trying to get out of their gliders at Perry
on=
the ground. Between an excess of personal ballast and declining muscle
s=
trength, I'd be willing to bet half of them could never get out with any
in=
creased lateral or positive, vertical loading. =20

I think you might find that adrenaline takes over in that situation

Related to this, I'm curious why static lines aren't prevalent in the US.

=
It seems all of the European made gliders have a provision for the static
l=
ine. Any of our Euro friends care to illuminate us on whether use of
stati=
c lines is common there?

Static lines are not used here in the UK for the very good reason that
pilots tend to exit the glider wearing the parachute and walk away. I think
the fitting of a static line loop in the glider was an LBA requirement but
as far as I am aware no one uses it for the reason given above.

If you want a good laugh have a look at this. The demonstrator is
attempting to show that the practice of undoing the chest strap before the
leg straps is unecessary because you won't ever get dragged by the chute.
http://www.youtube.com/watch?v=9Kx-buGUOhw

I was in flight that day and recall hearing a few pilots asking if anyone
had heard from Angel lately. I didn't learn of his misfortune until the
next morning. From descriptions I've heard of the accident, it sounds like
a rudder cable broke. I have not seen the wreck and I'm not a professional
accident investigator, this is just my opinion based on what I've heard.
I've also looked at another JS-1 on the field and there's a frayed rudder
cable.

It seems like all modern gliders use the same or a variation of the same
mechanism for connecting and adjusting rudder cables and pedals. You can
bet that, before my next flight in my LAK-17a, I'll be giving those parts a
very close look.

I was shocked to hear of Angel's accident and am so glad that he survived.



"Don Johnstone" wrote in message
. com...
At 15:00 01 May 2012, Papa3 wrote:


I watched a number of pilots trying to get out of their gliders at Perry
on=
the ground. Between an excess of personal ballast and declining muscle
s=
trength, I'd be willing to bet half of them could never get out with any
in=
creased lateral or positive, vertical loading. =20

I think you might find that adrenaline takes over in that situation

Related to this, I'm curious why static lines aren't prevalent in the US.

=
It seems all of the European made gliders have a provision for the static
l=
ine. Any of our Euro friends care to illuminate us on whether use of
stati=
c lines is common there?

Static lines are not used here in the UK for the very good reason that
pilots tend to exit the glider wearing the parachute and walk away. I
think
the fitting of a static line loop in the glider was an LBA requirement but
as far as I am aware no one uses it for the reason given above.

If you want a good laugh have a look at this. The demonstrator is
attempting to show that the practice of undoing the chest strap before the
leg straps is unecessary because you won't ever get dragged by the chute.
http://www.youtube.com/watch?v=9Kx-buGUOhw

On 5/1/2012 9:20 AM, Dan Marotta wrote:
I was in flight that day and recall hearing a few pilots asking if
anyone had heard from Angel lately. I didn't learn of his misfortune
until the next morning. From descriptions I've heard of the accident, it
sounds like a rudder cable broke. I have not seen the wreck and I'm not
a professional accident investigator, this is just my opinion based on
what I've heard. I've also looked at another JS-1 on the field and
there's a frayed rudder cable.


Where on the cable is it frayed? At the rudder? At the pedals?


It seems like all modern gliders use the same or a variation of the same
mechanism for connecting and adjusting rudder cables and pedals. You can
bet that, before my next flight in my LAK-17a, I'll be giving those
parts a very close look.

Static lines are not used here in the UK for the very good reason that
pilots tend to exit the glider wearing the parachute and walk away.

Slow learners, eh? ;-)

Don't know what the rules are in other European countries but I Germany, wearing a chute while in training is mandatory. Since a static line chute pulls the rip-chord for you, this is what we exclusively used in our trainers. I have seen two guys bail out of a L13 (wing came off) using static line chutes and both where fully deployed in a very short time after exiting! Each European-designed glider I know of has a hard-point to attach the static line to. Said hard point is marked in red.

Wow, thank god it happened at altitude!
Isn't it that virtually all our rudder pedals mechanism are spring loaded,
and if one cable breaks the result is instantaneously full rudder? I always
thought this is a receipt for disaster. A glider without rudder control may
still be flyable and even landable, but not with full rudder!

Ramy

Some powered aircraft have interconnected controls with springs in the
control circuits. Tailwheel birds with steerable tailwheels have springs
connecting the rudder and tailwheel. A broken cable on those aircraft
can result in a rudder hard over. My homebuilt taildragger has a fixed
tailwheel for that reason (and enough rudder to drag that wheel sideways
when needed)

I think most gliders do not have springs in the rudder control circuit.
I can't remember ever flying a glider with a spring-centered rudder.
However, don't we all fly with just a little pressure on both rudder
pedals? A cable break is going to result in the rudder hard over on the
unbroken side. That is going to result in a rapid yaw and air loads that
will tend to hold the rudder hard over with no way to get it back. I can
see that putting the ship over on it's back pretty quickly. Snap rolls
anyone?

On May 1, 9:20*am, "Dan Marotta" wrote:
It seems like all modern gliders use the same or a variation of the same
mechanism for connecting and adjusting rudder cables and pedals. *You can
bet that, before my next flight in my LAK-17a, I'll be giving those parts a
very close look.

If your serial number is 141 or less, service bulletin
017A.5.52.005A already requires installation
of plastic tubes over the rudder cables where they pass through the
pedal attachment S-tubes, to prevent fraying. The tubes should be
visible, if the fix was applied...

Marc

You can
bet that, before my next flight in my LAK-17a, I'll be giving those parts a
very close look.

Always a good idea, especially on a LAK-17a! I won't mention any
names, but a well known fellow around here had his 17a rudder cable
disengage (factory installed incorrect swedge fitting... oops!),
leaving him rudderless a few years ago. Thank goodness there are no
springs in that design, as he was fairly low so was committed to
landing. Titanium testicles and a cool head combined with skill and
luck for a successful outcome.

Glad the JS1 pilot is OK; I hope he buys his rigger a sixpack and
writes this up someday. I also hope this doesn't screw Jonkers...

-Paul

I spoke to Angel Pala this morning. I have been asked to clear up some
misconceptions and incorrect assumptions floating around.

Angel reported that he was thermalling northeast of Moriarty at around
11,300 msl. He was pushing on the rudder pedals (probably fairly hard
as we do occasionally in strong conditions) when there was a "snap"
and both rudder pedals went forward on the adjustment/positioning rod.
He attempted to pull them back using the adjustment cable, but there
was no tension felt, either on the spring or the rudder slider. The
aircraft rudder deflected and put the glider into a right turn. THERE
WAS NO "INVERTED FLAT SPIN" as previously reported. The glider started
descending in a right turn. Angel attempted to control the turn by
using opposite aileron (slip) but control was insufficient to maintain
direction.

Terrain below was far too rugged to attempt to land with minimal
control, so he decided to exit the aircraft with plenty of altitude.
Angel is a U.S. Army Special Forces veteran with Jumpmaster
qualifications and 90+ jumps, so he wasn't exactly unfamiliar with
parachuting under stressful conditions. He mistakenly disconnected his
seat belts prior to jettisoning the canopy, and was outside looking in
very quickly. He described "floating along next to his aircraft" as a
very weird "surreal" feeling. The glider maintained a fairly flat
right turn as Angel pulled the ripcord. His chute, a ParaPhernalia
"Softie" had been repacked at the factory only a month prior to the
incident. He said the D-ring only extended a few inches before the
canopy deployed from the container. The opening was "heavier" than he
expected (i.e., very rapid) with a harsh opening shock. Angel said
that the opening was so quick tthat a 400 ft. altitude would have been
sufficient, and this is from one who had experience with HALO (High
Altitude Low Opening) jumps.

As he descended under canopy, he had difficulty reaching the steering
toggles. Whether their position was out of reach due to misadjustment
of the harness or the air stream had taken them off their stowed
position has not been determined. Angel used the risers to effect some
directional control. He was able to observe that the glider continued
to the ground in a stable, flat right turn. It impacted the ground
"relatively intact" as he described it. He even heard the impact
before he landed himself.

Realiozing that he would have to hike out, Angel concentrated on
protecting his lower extremities as much as possible, electing to land
in a relaxed PLF rather than attempt to run out the landing. Windy
conditions dragged him briefly before he was able to collapse the
canopy and release the harness. He gathered the canopy and hiked four
miles before getting a ride directly to a hospital in Santa Fe. He
called several people at Moriarty to give basic "I'm OK" messages. He
told me today with some chagrin that his "SPOT" messenger is safe in
his hangar.

He underwent an MRI and other tests, spent the night and was released
on Monday. Billy Hill picked him up and took him back to his home in
Taos. Injuries were relatively minor, with substantial bruising and
some tendon strain to his left shoulder, cuts and scrapes and some
mouth cuts, but he will make a full recovery.

Knowing Angel's sense of humor, we just had to ask some "sensitive"
questions. He reports that a normal catheter stays on, but will fail
under tension loads at the outlet. Good to know.

The FAA and NTSB have been notified and investigations are underway.
The glider will most likely be removed by a professional aircraft
recovery company. It may need to be removed by helcopter to a place
nearby with road access, as there isn't a way to get a vehicle and
trailer to the site. One Sheriff's Deputy who reached the site said
there is about a 75-100 foot bluff between the glider and the nearest
road. He described the trek up the bluff as "a real hump."

Once the aircraft has been recovered and inspected, more information
about the cause of the accident will be released. Until then, it is
inadvisable to speculate.

The Jonker representative and the factory have been in contact with
Angel, and there are no recriminations. Leo Bennetti-Longhini reprts
that Angel is being a true gentleman about the situation and Jonker
will do whatever is needed to identify the cause and effect a
solution. JS-1 owners have been notified of the situation.

On Tue, 01 May 2012 10:27:26 -0700, GM wrote:

Don't know what the rules are in other European countries but I Germany,
wearing a chute while in training is mandatory. Since a static line
chute pulls the rip-chord for you, this is what we exclusively used in
our trainers. I have seen two guys bail out of a L13 (wing came off)
using static line chutes and both where fully deployed in a very short
time after exiting! Each European-designed glider I know of has a
hard-point to attach the static line to. Said hard point is marked in
red.

When did those hard points first appear? My glider, built in 1969,
doesn't appear to have one, so I'm curious.


--
martin@ | Martin Gregorie
gregorie. | Essex, UK
org |

At 11:03 01 May 2012, Dave Nadler wrote:
On Monday, April 30, 2012 4:21:08 PM UTC-4, Mike the Strike wrote:
From Albuquerque Soaring web site...
=20
"Per Billy Hill this evening: today Angel Pala was thermalling with
Billy=
in the area north of Moriarty and south of Lamy when he heard a loud
bang,=
and lost rudder authority (both pedals fell full forward). Evidently the
g=
lider behaved like full right rudder. Shortly thereafter the glider
entered=
an inverted spin, and Angel wisely decided he should walk home, and so
hit=
the silk. He landed under parachute, and hiked out, and was taken to a
hos=
pital in Santa Fe. He seems to be fine and Billy expects to pick him up
whe=
n he is released from hospital.
=20
Mike

What was the altitude AGL ?
Where is the JS1 rudder vented ?

Sure lucky it ended OK for the pilot !
Best Regards, Dave

I am surprised that the rudder went full over, and slip would not center
it
Rudder vent?
Does not the JS-1 have an extractor dorsal vent?
WE should test controlability with feet off!
John Firth