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#21
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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 | |
#22
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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 | |
#23
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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 | |
#24
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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? |
#25
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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. |
#26
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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 |
#27
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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. |
#28
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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 |
#29
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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. |
#30
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Crunch Alert (USA) - hugely serious but (apparently) non-fatal
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 |
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