Not a Glider, but...

More safety food for thought...

Not a glider, but a glider pilot. Gut wrenching.
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NTSB Identification: ERA12FA395 14 CFR Part 91: General Aviation Accident
occurred Friday, June 15, 2012 in Westminster, MD Aircraft: REMOS ACFT GMBH
FLUGZEUGBAU REMOS GX, registration: N206GX Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.

On June 15, 2012, about 1010 eastern daylight time, a Remos Aircraft GmbH
Flugzeugbau Remos GX, special-light sport aircraft (S-LSA), N206GX,
operated by a private individual, was substantially damaged when it
impacted the ground during an emergency landing at the Carroll County
Regional Airport (DMW), Westminster, Maryland. The certificated commercial
pilot was fatally injured. Visual meteorological conditions prevailed and
no flight plan had been filed for the flight that departed the Frederick
Municipal Airport (FDK), Frederick, Maryland, and was ultimately destined
for the Piseco Airport (K09), Piseco, New York. The personal flight was
conducted under the provisions of Title 14 Code of Federal Regulations Part
91.

According to records obtained from the Federal Aviation Administration
(FAA), the two-seat, high-wing, fixed tricycle landing gear, S-LSA, was
issued a special airworthiness certificate on September 30, 2009, and
purchased by its current owner during May 2011.

The airplane was of composite carbon fiber monocoque construction, and was
designed with the ability to fold both wings back to facilitate storage and
transportation. In addition, both wings and the horizontal stabilizer were
removable. The respective control push-pull rods for the left and right
ailerons, and elevator featured a "quick-fastener" to disconnect and
reconnect the respective flight control.

According to witnesses, the pilot flew the airplane from K09 to Haysfield
Airport (MD24), Clarksville, Maryland, during November 2011, where it was
disassembled and stored for the winter. It was subsequently reassembled
during April 2012. The pilot, who was also an FAA certificated airframe and
powerplant mechanic, completed a condition inspection on June 1, 2012. The
pilot then flew the airplane to Bay Bridge Airport (W29), Stevensville,
Maryland, where a pitot-static system check was performed on June 8, and a
Magnum 601 ballistic parachute system was installed on June 12, 2012. The
pilot flew to FDK on June 14, 2012, and was planning to fly to K09, with an
en route fuel stop, to deliver the airplane to its owner on the day of the
accident.

A witness at DMW heard the pilot transmit over the airport common traffic
advisory frequency "my elevator has come detached, I need to make a landing
on runway 16." Another witness observed the airplane "climb and dive" as it
approached the 5,100-foot-long, asphalt runway. A third witness stated the
airplane was about 50 feet from the beginning of the runway, when it made a
dramatic pitch downward.

The airplane impacted the ground about 60 feet prior to the runway, and
about 12 feet to the left of the right runway edge. Debris was scattered
south-southeast approximately 350 feet, with the majority of the wreckage
found on the grass area that was located immediately off the right side of
and parallel to the runway.

All major portions of the airplane were accounted for at the accident site.
Both wings and the top portion of the cabin were inverted and found about
220 feet from the initial impact point. The main wreckage was found about
265 feet from the initial impact point. It consisted of the cockpit, which
was destroyed, the engine, and the tail assembly aft of the cabin, which
remained intact. The ballistic parachute system parachute was not activated
and found strewn along the debris path. The activation handle was found in
the main wreckage secured with a padlock. The key for the padlock was found
on a key ring, with the ignition key, which remained inserted in the
ignition switch.

Initial examination of the airplane's flight controls revealed that the
elevator quick-fastener was disconnected. The left and right aileron
quick-fasteners remained connected, and the flight control cables to the
rudder remained attached. Examination of the airplane's engine did not
reveal any failures that would have precluded normal operation.

The elevator and aileron quick-fasteners were removed and forwarded to the
NTSB Materials Laboratory, Washington, DC, for further examination. In
addition, the airplane was equipped with a Dynon Avionics "FlightDEK-D180
combined EFIS and EMS" unit, and a Garmin 496 global positioning system
receiver, which were forwarded to the NTSB Vehicle Recorders Division for
data download.

Connection details/cautions:
http://www.aeroclub-nrw.de/pdf/ul_grinfo_remos.pdf

On Wed, 27 Jun 2012 15:12:47 -0600, BobW wrote:

The
activation handle was found in the main wreckage secured with a
padlock. The key for the padlock was found on a key ring, with the
ignition key, which remained inserted in the ignition switch.



I notice that positives aren't required. Apart from that, a few things do
make me wonder:

- Did I miss something, or is positive control checks implied in Preflight
12 and/or 13?

- Can Preflight 14 be done without removing the tail cone?

- Does Normal Procedure 10 refer to the BRS?


What do those of you who fly BRS-equipped gliders do to in the way of
preflighting the BRS and safeing it after landing? Never having seen one,
I'm curious.



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

On Jun 27, 3:37*pm, Martin Gregorie
wrote:
On Wed, 27 Jun 2012 15:12:47 -0600, BobW wrote:
The
activation handle was found in the main wreckage secured with a
padlock. The key for the padlock was found on a key ring, with the
ignition key, which remained inserted in the ignition switch.

I notice that positives aren't required. Apart from that, a few things do
make me wonder:

- Did I miss something, or is positive control checks implied in Preflight
* 12 and/or 13?

- Can Preflight 14 be done without removing the tail cone?

- Does Normal Procedure 10 refer to the BRS?

What do those of you who fly BRS-equipped gliders do to in the way of
preflighting the BRS and safeing it after landing? Never having seen one,
I'm curious.

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

It does imply a "glider style" positive control check. Normal powered
aircraft checklist "controls free and correct" implies moving the
controls and watching them move in the proper direction without
resistance applied at the control surface.

Item 14, the file indicates the tail cone must be removed to visually
check the connection, two simple screws. A positive resistance control
check could be completed with two people.

Normally a BRS release handle will have a "Remove Before Flight" pin
with red streamer. The preflight should include a visual inspection of
any exposed parts or canister and cables for wear and tear, moisture
or oils, much like a regular backpack parachute. The external cover or
deployment area of the fuselage should be checked for abnormalities.
Depending on the installation, the area may just be marked and
otherwise not noticeable as a thinner fiberglassed area from the rest
of the fuselage.

T