As a Duo owner, the Arcus and now the Duo T crash certainly have my attention. I have very carefully inspected the rudder cables everywhere that I can. Today I did some thorough checking of the elevator circuits and a few checks similar to those called for in the AD for single seaters around the elevator pushrod.

Nothing to indicate I have anything to be concerned about, but it makes you wonder.

I've certainly spent more time thinking about my response to various failure scenarios as a result of these accidents. I don't know that it will help should something go wrong in my glider, but it's better than trying to think of a response under the stress of the moment.

More importantly, my preflight bailout discussions with copilots has become more pointed and serious. Previously I was pretty lax in my bailout briefing with people. Sure, I'd explain the parachute for people that aren't used to wearing one. But it was mostly lip service that we all give the bailout. Canopy, belts, butt...

I've lost three friends this summer to bailouts that didn't happen or didn't happen soon enough. So my new briefing approach is still to cover canopy, belts, butt. But more about what I'll say "bail out, bail out, bail out" and the fact that it's very likely everyone for themselves. The chaos of a bailout situation won't afford a nice cordial, "no, you first, I insist, please do." There may only be one chance to get out.

Will I try to get my copilot out first, you bet. Can I guarantee in the moment that I'll know if they did or not, very unlikely.

I'm also very clear that if we have altitude and have any questions about controllability of the glider, we will get out. We aren't going to "see how this works out" if it seems unlikely to remain in control. Bailing out while still under semi-control seems a lot more viable than when something snaps and goes really wrong. I'd rather take my chances parachuting into inhospitable terrain than having a glider depart even semi-controlled flight.

One last thing I've decided I should start doing. Briefing the removal of the pin and the canopy latch on the right side. It's not intended for emergency use, but in the case of a right slip due to a rudder cable failure, I realize it might be very difficult to get rid of the break-away canopy if the wind is forcing it closed. A pre-briefed situation about the use of that latch might make a difference.

All things I hope to never test.

Morgan
5H