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

I have a ring mounted to the bulkhead behind the seat in my Ka-6, and that
was built in '63

Actually on a ride in a K13 in Germany I almost triggered the static line
when walking away from the plane. So you got to remember about that
"feature"

Pete

"Martin Gregorie" wrote in message
...
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 |

On Tue, 01 May 2012 15:12:01 -0500, Peter von Tresckow wrote:

I have a ring mounted to the bulkhead behind the seat in my Ka-6, and
that was built in '63

Interesting. Mine is an H.201 Libelle. I suppose the static line could
simply be secured to the tube behind the seat. This carries the forward
wing pin sockets and doubles as attachment for the shoulder straps so its
plenty strong enough but, on mine anyway, doesn't have a specific static
line anchor point.


Actually on a ride in a K13 in Germany I almost triggered the static
line when walking away from the plane. So you got to remember about that
"feature"

:-)

I almost did that after getting out of an ASK-23 at the Wasserkuppe.


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

On Tue, 01 May 2012 20:01:19 +0000, John Firth wrote:

I am surprised that the rudder went full over, and slip would not
center it

I don't think I am, but this would depend on the seating geometry. I've
never seen a JS-1 so have no idea about its seating arrangements.

Here's the general idea. If you fly with knees raised you'll always have
some pressure on the pedals, so if the rudder cable snaps, both pedals
will go forward as described and you'll get full rudder toward the
unbroken cable side.

To let the rudder straighten out it will be necessary to get your feet
off the pedals and keep them off. In some gliders, particularly those
with flat floors, e.g. Discus 1, ASW-19,20 and Pegase, you can probably
pull your knees up and put your feet flat on the floor with your toes
resting against the pedal hinge bar if necessary. In a DG-300 you can
probably pull your knees toward you with your lower legs and heels
resting on the 'shelf' behind the pedals. However, in other gliders where
you fly with raised knees there are problems. If there isn't the space to
put your feet flat on the floor behind the pedal hinges this will be
extremely tiring after the first 5-10 minutes. Would it be possible at
all in an LS7 or 8? I have no idea if there's any foot room between the
front of the under-knee hump and the pedal pivots in these gliders.

WE should test controlability with feet off!

And also see if its possible to take your feet entirely off the pedals
and keep them off for the time it will take to pick a field, lose height,
fly a circuit and land. If this requires holding your legs and/or feet in
the air, can you do that long enough to land the glider without the
effort of doing it being totally distracting?


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

At 22:28 01 May 2012, Martin Gregorie wrote:
On Tue, 01 May 2012 15:12:01 -0500, Peter von Tresckow wrote:

I have a ring mounted to the bulkhead behind the seat in my Ka-6, and
that was built in '63

Interesting. Mine is an H.201 Libelle. I suppose the static line could
simply be secured to the tube behind the seat. This carries the forward
wing pin sockets and doubles as attachment for the shoulder straps so its

plenty strong enough but, on mine anyway, doesn't have a specific static
line anchor point.


Actually on a ride in a K13 in Germany I almost triggered the static
line when walking away from the plane. So you got to remember about
that
"feature"

:-)

I almost did that after getting out of an ASK-23 at the Wasserkuppe.


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

What glider do you have Martin?

On Tuesday, May 1, 2012 4:01:19 PM UTC-4, John Firth wrote:
Rudder vent?

Hole in the rudder to equalize internal pressure.
Sounds like this was NOT the problem here, but
it wouldn't be the first control surface to explode.

My 1970 Std Cirrus had one...

On 2012/05/01 10:01 PM, Martin Gregorie wrote:
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.



--
Bruce Greeff
T59D #1771 & Std Cirrus #57

What I saw was approximately 6 inches forward of the forward bulkhead. Just
about where the cable enters the S-tube.


"Greg Arnold" wrote in message
...
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.

Thanks, Marc. Mine is S/N 119. I'm towing today (leaving for the airport
in 20 minutes) and I'll check that before pulling the tug out of the hangar.


"Marc" wrote in message
...
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

OUTSTANDING description, Mark. Kudos for Angel's description and your
reporting!


"Mark Mocho" wrote in message
...
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 Tuesday, 1 May 2012 20:04:55 UTC+1, sisu1a wrote:

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

Notwithstanding the pilot's impressive account of the incident we don't yet know the underlying cause. I too am hoping and, in my case, betting that Jonker Sailplanes will not be seriously affected in the long term (any more than SH was by their spar problem) providing that they respond promptly and appropriately, as I expect they will. Speaking as one who went ahead with a JS1 order yesterday - after hearing about this accident.

John