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#1
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Glider down near Reno - pilot OK
Apparently went down in high winds while attempting a cross country
wave record. http://www.krnv.com/Global/story.asp?S=4063969&nav=8faO |
#2
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Glider down near Reno - pilot OK
From Reno TV Station:
A glider pilot is in the hospital after he was forced to bail-out of his plane before it broke apart in mid-air. Sparks police say Eric Larsen took off in a motorized glider from Inyo County, California sometime Tuesday morning. Authorities believe he was forced to deploy his parachute and make a crash landing due to high winds. The glider crashed near the intersection of Satellite and Laser Drives. The winds carried the pilot about two miles and he landed in the Wingfield area. One part of glider's wings were found a mile north of the crash site. Larsen was taken by Careflight to Washoe Medical Center with major injuries to his legs and lower back. He will be in the hospital for a few days. His family is from San Diego and are on the way to Reno. |
#3
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Glider down near Reno - pilot OK
Preliminary
IDENTIFICATION Regis#: 26XL Make/Model: AS26 Description: ASH-26E A GLIDER Date: 11/02/2005 Time: 1740 Event Type: Accident Highest Injury: Serious Mid Air: N Missing: N Damage: Substantial LOCATION City: SPARKS State: NV Country: US DESCRIPTION ACFT, A GLIDER, ON AN IFR WITH ZOA, WAS ATTEMPTING A WORLD DISTANCE RECORD. THE ACFT CRASHED IN SPARKS, NEVADA FOR UNKNOWN REASONS. RENO ATCT SAW ACFT DESCENDING AND A PARACHUTE DEPLOY. THE ACFT SUSTAINED SUBSTANTIAL DAMAGE AND THE ONE POB IS IN SERIOUS CONDITION. SPARKS, NV INJURY DATA Total Fatal: 0 # Crew: 1 Fat: 0 Ser: 1 Min: 0 Unk: # Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk: # Grnd: Fat: 0 Ser: 0 Min: 0 Unk: WEATHER: NOT REPORTED OTHER DATA Activity: Other Phase: Cruise Operation: General Aviation Departed: UNKN Dep Date: Dep. Time: Destination: UNKN Flt Plan: UNK Wx Briefing: U Last Radio Cont: 17332 392512N/1194442W Last Clearance: UNKN FAA FSDO: RENO, NV (WP11) Entry date: 11/03/2005 |
#4
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Glider down near Reno - pilot OK
Any updates on Erik's condition would be appreciated. Thanks
"James D'Andrea" wrote in message oups.com... Apparently went down in high winds while attempting a cross country wave record. http://www.krnv.com/Global/story.asp?S=4063969&nav=8faO |
#5
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Glider down near Reno - pilot OK
Erik is resting comfortably, no surgery req. with luck he can go home
in the next few days. He wins the award for being the luckiest guy on earth (for yesterday). His family members are here, I'll be leaving later today. Kemp Bill Batesole wrote: Any updates on Erik's condition would be appreciated. Thanks |
#6
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Glider down near Reno - pilot OK
pirep?
"Kemp" wrote in message oups.com... Erik is resting comfortably, no surgery req. with luck he can go home in the next few days. He wins the award for being the luckiest guy on earth (for yesterday). His family members are here, I'll be leaving later today. Kemp Bill Batesole wrote: Any updates on Erik's condition would be appreciated. Thanks |
#7
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Glider down near Reno - pilot OK
Here's a snippet from a message that came from Stew Crane (SSA Gov, NV),
concerning the accident: === In the Mt Rose wave he found himself climbing very rapidly again, over 1,000fpm and between lenticulars. What he did not notice due to canopy icing at the back edges of his canopy was that he was being blown back into cloud due to the change in wind direction. He did turn on his artificial horizon when he realized his predicament but, due to instrument spin up time, it was not enough. He went full IFR in an instant without a working horizon at altitude and probably at or above true airspeed redline. Vertigo ensued and in an instant he felt the wings snap off, no strong stick forces, just a snap. === Marc |
#8
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Glider down near Reno - pilot OK
Marc Ramsey wrote: Here's a snippet from a message that came from Stew Crane (SSA Gov, NV), concerning the accident: === In the Mt Rose wave he found himself climbing very rapidly again, over 1,000fpm and between lenticulars. What he did not notice due to canopy icing at the back edges of his canopy was that he was being blown back into cloud due to the change in wind direction. He did turn on his artificial horizon when he realized his predicament but, due to instrument spin up time, it was not enough. He went full IFR in an instant without a working horizon at altitude and probably at or above true airspeed redline. Vertigo ensued and in an instant he felt the wings snap off, no strong stick forces, just a snap. === Marc |
#9
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Glider down near Reno - pilot OK
Marc Ramsey wrote:
Here's a snippet from a message that came from Stew Crane (SSA Gov, NV), concerning the accident: === In the Mt Rose wave he found himself climbing very rapidly again, over 1,000fpm and between lenticulars. What he did not notice due to canopy icing at the back edges of his canopy was that he was being blown back into cloud due to the change in wind direction. He did turn on his artificial horizon when he realized his predicament but, due to instrument spin up time, it was not enough. He went full IFR in an instant without a working horizon at altitude and probably at or above true airspeed redline. Vertigo ensued and in an instant he felt the wings snap off, no strong stick forces, just a snap. === Marc http://www.ntsb.gov/ntsb/brief.asp?e...04X01789&key=1 |
#10
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Glider down near Reno - pilot OK
I have some experience with the benign spiral mode.
My previous sailplane was a Grob 104, Speed Astir. The benign spiral mode was in the pilot's handbook. It saved my bacon two times where clouds just reached out and grabbed me. Very scarey when you can't see anything and your inner ear is giving you all kinds of bizare information. Very, very hard to keep my hands and feet off of the controls. My current sailplane is an LS8 and I can tell you that the benign spiral mode does not exist. This aircraft will overspeed and overbank no matter how it is trimmed if you keep your hands and feet off of the controls. My message is that you must practice this manuever many times in various configurations with your particular aircraft before you should even consider it as a possibility. For those of you who do not understand how the Tru-trak would allow you to recover from a death spiral, please get some partial panel IFR training. The recovery is the same in all aircraft I have trained in; level the wings FIRST (this is what the Tru-trak will allow you to do quickly) and then reduce the airspeed. If you try to pull the nose up while in a bank you will only increase the G loads very rapidly and put yourself in an accelerated stall if you don't break the plane first. This is my two cents. Guy Acheson, 'DDS' At 16:48 08 November 2005, Raphael Warshaw wrote: Todd: Cindy and Marty at Caracole have demonstrated the benign spiral to me in both the K-21 and the Duo-Discus. It works in my LAK-17 (15m) at zero flap with the trim 1/3 aft (wheel in or out) although, like you, I've never tried it from near redline or from a spiral dive. It needs to be practiced, both to see that it works in your airplane and, recurrently, so that you really do (hopefully) stay off the controls in an actual emergency. Caracole routinely performs the benign spiral as a training exercise, so that their students and BFR candidates can experience it. Perhaps either Cindy or Marty could be enticed into joining this thread as they know much more about this and wave flying in general than I do and have given considerable thought to emergency procedures. They provide serious mountain wave training BTW, IMHO a VERY good idea before venturing into the awesome world of the wave. Raphael Warshaw 1LK 'T o d d P a t t i s t' wrote in message .. . wrote: Don't delude yourself by thinking that going IFC at red line in the Sierra Wave with just a turn and bank is anything like a Microsoft flight simulator with a partial panel or an instrument flight in a small plane with a partial panel and an instructor. About once or twice a year, I find myself in the happy situation of being at the end of a flight and having 10,000' or more to kill off before landing. About 5 times I have used this altitude to try the benign spiral mode in my Ventus. Full trim back, full negative flaps, brakes fully open and hands and feet off the controls seems to be reasonably balanced. I've entered at speeds up to 90 knots, and have always lost 8,000 or more before having to take control for landing. I've never seen excess G's, but I've never been in extreme wave conditions during these tests and I've never tried this by entering from extreme high speeds as one might be experiencing attempting to move out from IMC wave conditions. I have seen some 1/2- 1.5 g excursions, but bank has always remained within 45 degrees. I wonder if anyone else has tried this in a modern glider and wants to report their experience. -- T o d d P a t t i s t - 'WH' Ventus C (Remove DONTSPAMME from address to email reply.) |
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