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2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/12 20:42:12 UTC
by Tad Eareckson
The 2011/10/28 Lois Preston needs a lot more work. Phase 1 - Get that horrible paper format PDF file translated into a readable useful reference and put it up where people can find it. I'm guessing this is something they'd really prefer we didn't do so...

http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Synopsis

The student hang glider pilot was carrying out her first solo aerotow launches, having previously completed a number of tandem training flights. Shortly after lift off, the hang glider rolled to the left and, although an initial weight shift correction was made, continued deviating to the left of the tow direction. The towing pilot and the student hang glider pilot both released from the tow line and the hang glider entered a steep nose down, descending spiral into the ground. The student hang glider pilot received fatal injuries.

No defects were found, with either the tug aircraft or the hang glider, that could have contributed to the accident. However, a number of factors were identified that could have made it more difficult for the student pilot to control the hang glider.

The British Hang Gliding & Paragliding Association (BHPA) has initiated an in-depth review of aerotowing procedures and is also reviewing its audit and inspection processes.

History of the flight

Background

The student hang glider pilot had carried out a number of tandem flights and was now considered to be ready for her first solo flight. The tandem flights had been carried out using a Falcon (3) Tandem hang glider. For the solo flight a Falcon (3) 195 hang glider was used. This was considered by the training school to give as similar a set up and 'feel' to the tandem hang glider as possible.

The aerotow launch system used a Pegasus Quantum 15-912 as the towing aircraft. The hang glider was attached to the tow line by means of a two-point bridle and there were separate quick-release systems for the towing pilot and the hang glider pilot.

The weather conditions were good, with a surface wind directly down the runway at around 5 kt. Runway 20 was in use.

First flight

The solo hang glider was set up and the student pilot prepared for the launch. The intention was to tow the hang glider to a height of 1,500 ft aal, before release. A briefing was given which included information about the significant differences between a tandem and a solo flight. When all was ready, the signal was given for the tow to start. The instructor was in a position under the wing, assisting with the launch. He was equipped with a handheld radio transmitter with which he could transmit instructions to the student pilot, if needed, and there was a radio receiver for the student pilot on the hang glider. The towing aircraft was fitted with a rear-view mirror in which the towing pilot could watch the progress of the tow.

The tow commenced, the hang glider lifted off and the student pilot controlled the pitch. The hang glider started to oscillate a little from side to side and then banked left and deviated to the left of the towing aircraft. The student pilot released from the tow and recovered into a level attitude, turned into wind and made a safe landing.

The student pilot and the instructor discussed why the flight had not been able to continue successfully and what corrections to make next time. The student pilot noted the comments and advised that the same mistake would not recur. She was also asked if she wanted to carry out a further tandem flight but decided to attempt another solo flight.

Accident flight

The student pilot was re-briefed before the tow commenced. The hang glider lifted off and started deviating to the left, taking up a left banked attitude. The instructor on the ground, now positioned behind the hang glider, made a radio call to tell the student pilot to "shift right" but, as he did so, saw that a weight shift correction had already been made. However, he noted that the correction was not sufficient to level the wing of the hang glider and that the left turn continued and increased. He radioed to the student pilot to release. The towing pilot and then the student pilot released the tow line; the hang glider then went into a steep nose down, descending left spiral and struck the ground. The instructor later commented that he had been startled by the speed with which the accident had happened and his impression was that the situation was not recoverable.

The area of impact was on a disused concrete/asphalt runway surface. Several people ran over to give assistance and an air ambulance was called. The student pilot was transferred to hospital but had suffered fatal injuries in the accident.

Other information

Witnesses

Using the rear-view mirror, the pilot of the towing aircraft saw the hang glider deviate to the left after it lifted off. She considered that, at the point the hang glider was released from the tow, the situation should have been recoverable. It appeared to her that the student pilot did not make any further control inputs once the hang glider had released.

One witness was watching the aerotow launch from the other end of the runway, some 400 m to 500 m away. He had with him a handheld radio and could hear the transmissions made by the instructor. He saw the hang glider turn to the left, after takeoff, and heard the instructor say to weight shift right. He did not see any sign of a correction but noted that the hang glider turned further left and that the nose up pitch attitude increased. As this happened, he heard the instructor call "release". He could tell that the tow had been released because the pitch attitude of the hang glider changed again. He saw the hang glider continue to turn left and adopt a nose down pitch attitude. The left turn then continued until the hang glider struck the ground.

Meteorological information

The weather conditions were fine and reported by the training school to have been good for aerotowing operations. The wind was not recorded at Darley Moor Airfield but the 1350 hrs METAR for East Midlands Airport, 17 nm to the south-east, reported a surface wind from 210° at 7 kt.

Examination of the accident site

The hang glider was lying on a disused section of a concrete/asphalt runway, located approximately 35 m to the side of the runway from which it had taken off and approximately 100 m from the launch point (see Figure 1). The tow rope was found a little further along the runway in use and was lying at an angle of approximately 30° to the direction of the runway. The hang glider was complete and intact, apart from the control frame which had suffered impact damage. The leading edge on the left side of the wing appeared to have struck the ground first, as the sail cloth along its length was torn. Some dismantling of bracing wires had taken place as part of the efforts to rescue the pilot.

Pilot information

The student pilot had been flying paragliders for two years and had attained a Club Pilot rating. In April 2011 she started hang glider training. The training was carried out in accordance with the BHPA Hang Gliding Aerotow Training Programme and started with tandem aerotows, of which she completed 13. The training programme included recovery from unusual attitudes, stalling and lockout, as well as exercises in recovery techniques for issues that may occur on-tow, such as pilot-induced oscillation and regaining the correct towed position after lateral and vertical displacements. All these exercises were to be carried out at a safe altitude. During training, because of the need to maintain the correct body position, student pilots are first taught to control pitch and roll separately. Later, these are combined into a co-ordinated manoeuvre.

The towing pilot was also a hang gliding instructor and was experienced in aerotow operations, both in flying the towing aircraft and in being aerotowed in solo and tandem hang gliders.

The towing pilot had flown several tandem flights with the student pilot earlier in the day. During them, the student had demonstrated her ability to correct oscillations competently following four simulated oscillation exercises. The towing pilot, in her capacity as an instructor, had considered the student to be very capable and ready for solo flight. Although on the first solo flight the tow was released at a height of about 50 ft, it was competently handled and a safe landing was made, further demonstrating the student's readiness to fly solo.

Towing aircraft

General description

The Pegasus Quantum 15-912 (see Figure 2) is an advanced weight-shift controlled aircraft, operating on a Permit to Fly. It had been modified to include factory modification PG134, which installs a towing hook mechanism, automatic and manual release mechanisms and a rear-view mirror. The procedures and limitations for towing operations using this equipment are set out in the Glider Tug manual, which is a supplement to the Operator's manual. The aircraft had also been modified to include an optional rear hang point for the wing. This provided a slower range of trim speeds, 37 to 55 mph, and is intended for use in this type of towing operation. The wing was rigged to this rear hang point. Towing operations were conducted at a speed of 40 to 41 mph, although, due to the characteristics of the towing aircraft, the speed would reach a higher speed at lift off.

Documentation

The Glider Tug manual includes detailed limitations, instructions and guidance for all aspects of towing with this aircraft. For aerotowing hang gliders, it stipulates that:
'Aerotowing must be carried out according to the BHPA aerotowing operations manual.'
Among the specified limitations, the following were relevant:
'The towline must be at least 70 m long....
A maximum weak link strength of 100 kg must be observed according to the BHPA aerotow manual....
Hang gliders to be towed must be capable of a sustainable maximum speed of at least 55 mph.'
Maintenance

The aircraft, G-WHEE, was found to be in satisfactory condition and the towing equipment operated normally. The Certificate of Validity of the Permit to Fly was in date and the aircraft had the required placards displayed. No defects were identified that could affect the towing operation.

The towline being used was 68.3 m long and of the correct material. It had weak links fitted to each end. The weak link at the towing aircraft end had a break value of 150 kgf and the one at the hang glider end had a break value of 125 kgf.

Hang glider

General Description

The Falcon (3) 195 is a conventional hang glider constructed of aluminium alloy tubing frame, with a polyester sail cloth covering. Although not subject to any regulation, the hang glider had been tested and found to comply with an industry-developed design code, the 2006 HGMA (Hang Glider Manufacturers Association) standard. It was considered suitable for novice pilots. The basic weight of the hang glider is 53 lb.

Additional wheels had been fitted to allow ground launching with the pilot in a prone position. A castoring main wheel was attached to each end of the control bar and incorporated rubber bungees to allow a degree of suspension. An extension to the keel allowed the fitment of a tailwheel. (A similar arrangement is showing in Figure 3.) The additional landing gear weighed approximately 28.5 lb.

The hang glider manufacturer was asked to assess the effect on its handling characteristics. Their experience indicated that the control response would generally be slower and the control authority somewhat diminished, due to the percentage reduction in pilot weight compared to the overall weight of the hang glider and the increase in rotational inertia away from the centre of gravity. The manufacturer concluded that it is likely these changes would be noticeable to an experienced pilot but would not compromise a pilot's ability to control the hang glider.

A towing bridle was attached to a point on the keel forward of the control frame and incorporated a quick release fitting which was operated by a lever, similar to a bicycle brake lever, on the right hand side of the control bar. The other end of the towing bridle was attached to the pilot's chest with another independent quick release fitting which could be operated by the pilot. The end of the towline was fitted with a ring, through which the towing bridle passed (see Figure 3). Operating either release allowed the towing bridle to pass through the ring on the towline, releasing the tow.

Documentation

The manufacturer provides an Owner/Service manual which contains detailed limitations, instructions and guidance for rigging and operating the Falcon range of hang gliders. The January 2007, second edition notes:
'They have not been designed to be motorised, tethered or towed. They can be towed successfully using proper towing procedures. Pilots wishing to tow should be USHGA (United States Hang Glider Association) skill rated for towing.'
The manual also quoted a recommended 'hook in' pilot weight range of 175 to 275 lb for the Falcon (3) 195 model, based on the compliance testing, but suggested the optimum range is 200 to 240 lb. It notes:
'Be advised that pilots with hook in weights within 20 lbs of the minimum recommended will find the Falcon somewhat more demanding of pilot skill to fly.'
The student pilot involved in this accident weighed 134.5 lb. It was estimated that her 'hook in' weight was not more than 150 lb.

In the flying section of the manual it notes:
'At speeds faster than trim, you will be holding the bar in pitch against substantial force, and if you let go to move your hand the glider will pitch up and roll towards your remaining hand.'
The manual advises that the normal operating speed range is 20 mph to 30 mph and the maximum steady speed in free flight a pilot can achieve is approximately 42 mph. The VNE is stated as 48 mph. The trim speed can be set by ground adjustment of the hang point position on the keel; the trim speed would typically be set to be within the normal operating speed range.

The BHPA Technical Manual, Section 2, Chapter 7, subpart 4C details the requirements for a hang glider being aerotowed and includes the following requirement for its speed range:
'The mid-point of the glider's placarded max All Up Weight (AUW) speed range must lie within the tug's placarded tow speed range. (This is to ensure that the glider is capable of flying at the tug's safe operating speeds).'
The placard on this type of hang glider states that the stall speed at maximum pilot weight is 25 mph and that VNE is 48 mph, giving a mid-range speed of 36.5 mph.

Maintenance

There are no formal airworthiness requirements for hang gliders but this one was reportedly inspected regularly, including daily and pre-flight inspections, in line with the requirements of the manufacturer's maintenance schedule. When not in use, it was stored in a hangar in the rigged condition. No maintenance records were available, nor were they required to be kept. The hang glider was reported as being less than a year old and appeared to be in satisfactory condition. No pre-existing defects were found that could affect its airworthiness.

Controlling a hang glider

Control of a hang glider is achieved by the pilot moving their weight relative to the hang glider wing. The shift of weight provides an out of balance force to which the hang glider responds. The weight of the pilot affects controllability, as control is achieved through the movement of the pilot's weight; lower pilot weight results in less control force.

Pitch control

Pitch control is achieved by the pilot shifting their weight forward and aft. Each hang glider has a natural trim or 'hands-off' speed and this is the speed it will fly at without pilot input. The hang glider is stable around this speed and will naturally react to any deviation from this speed and return to its trim speed. For example, if its speed is increased, the hang glider will naturally pitch up and this will cause its speed to reduce. The pilot can fly the glider faster than the trim speed by shifting and maintaining their weight forward. This counters the natural tendency of the hang glider to pitch up as speed increases and, as a result, it will stabilise at a higher speed for as long as the pilot holds their weight forward.

As towing speeds are generally above trim speed, it is common practice to attach one end of the towing bridle to a position on the keel forward of the control bar. This applies a nose down force to the hang glider to assist the pilot in maintaining the correct pitch attitude during the tow.

Roll control

Roll control is achieved by the pilot shifting their weight laterally, from side to side. The roll will commence as soon as the pilot moves sideways due to the, now, uneven weight distribution generating an uneven load across the wing. The wing is designed to flex and help the roll develop. Sideslip towards the lower wing will also develop, as a secondary effect of roll, and this will cause the wing to roll further into the turn and the nose to drop. Due to the natural characteristics of this type of wing, as speed increases it becomes more directionally unstable. The design is, by necessity, a compromise between sufficient low speed control authority and satisfactory high speed directional stability.

Personal safety equipment

The pilot was wearing a helmet approved to European Standard EN966 - Helmets for Airborne Sports. It appeared that it had been subject to considerable force during the accident but had otherwise been in good condition.

Pathological information

An aviation pathologist carried out a post-mortem examination on the pilot. He observed that there was a severe head injury but, apart from fractures of the jaw and a rib, there was no other significant injury. He considered that the force with which the pilot's head struck the ground would have exceeded the helmet's design limits.

Organisational information

The sport of hang gliding is not regulated in the UK but is conducted under the supervision of the BHPA. The BHPA oversees pilot and instructor training standards, provides technical support such as airworthiness standards, runs coaching courses for pilots and supports a country-wide network of recreational clubs and registered schools. The BHPA provides a Technical Manual covering all activities under their supervision.

Aerotowing with a microlight aircraft is a regulated activity and was first approved in the UK by the Civil Aviation Authority in 1994.

The sport of hang gliding has developed around the world during the last 50 years. Hang gliders were initially foot launched from a hill. This method has some limitations; notably that a hilly area is required, the equipment has to be carried to the top of the hill and the weather and wind conditions have to be suitable. This means that the learning process is often lengthy and is usually carried out as a solo pilot, although some tandem flights are available.

Launch systems were developed, using winches or static lines, and some of these are suitable for tandem hang gliders. Aerotowing is a more recent activity, which allows a tandem hang glider, with an instructor and student, to be towed to a greater height, typically around 3,000 ft aal, thereby allowing more airborne and training time. Training can take place over a generally flat area, giving smoother air conditions and a possible landing back at the launch point. Thus, more training flights are possible in a shorter space of time.

Aerotowing is widely considered to be the most demanding of the hang gliding launch procedures. Some pilots progress through foot launching and winch launching before attempting aerotows. Ab initio aerotow training is carried out at a number of locations. The BHPA advises that a typical number of tandem launches before solo flight is between 15 and 20. Recognising the demanding nature of aerotowing, this school introduced an assessment system, such that students were evaluated on their ability during the early tandem flights. Only the more able were allowed to progress towards an aerotowed first solo; other students progressed using a winch launch system.

Aerotow operation on the accident flight

The hang glider was fitted with integral wheels for the launch; this was a similar configuration to the tandem hang glider used for training. More commonly, for a solo launch, a trolley is used which remains on the ground after the hang glider lifts off. The BHPA considered a trolley launch to be a progression and that early solo flights should be kept as similar in configuration to the tandem flights as possible.

A number of people were involved with this aerotow launch procedure. As well as the towing pilot and the student pilot, there was the instructor, with a radio, who was on the ground, alongside the student pilot at the start of the launch. There was an observer (Signaller) by the hang glider, equipped with a bat to signal when all was ready for the tow to start, and an observer (Signaller 2) ahead of the towing aircraft to receive and relay these signals to the towing pilot (see Figure 1).

Several instructors, who were familiar with aerotow operations, noted that it was fairly common for students to enter an oscillation after takeoff during the early stages of their training.

Analysis

Training

The student pilot had completed a structured training programme at a BHPA approved school. Although the number of dual aerotows completed was less than the typical number reported by the BHPA, the instructor considered that the student had demonstrated that she was more than capable of progressing to solo flight and additional dual training was not necessary.

The training programme was comprehensive and included recovery from unusual attitudes, stalls, lockout and oscillations. However, such training is, by necessity, carried out at a safe altitude with an instructor.

During the first solo flight, initially a lateral oscillation developed, followed by a deviation to the left. The student pilot released herself from the tow and made a controlled landing into wind. The recovery manoeuvre was carried out well and gave the instructor additional assurance that the student pilot was ready for solo flight.

The second solo flight started with a roll and deviation to the left at an early stage. Although there was an attempted correction, it was not sufficient and the deviation increased. This time, the towing pilot released first. The student pilot released soon afterwards but the hang glider would have been exposed to different release forces from those experienced during the first solo flight. It is possible that the student pilot delayed making corrections as a result of her experience during the first solo flight.

Although the training is designed to expose a student to many possible scenarios, when an unusual attitude or event is experienced close to the ground the pilot's view is different because of the changed perspective. Furthermore, the time available to make a recovery is short and requires quick, accurate corrective action.

Towing aircraft and hang glider

No defects were found with either the towing aircraft or the hang glider that could have contributed to the accident.

The pilot's hook-in weight was below the minimum recommended for the hang glider. Although the additional landing gear increased the overall weight, it did not form part of the moveable weight used to control the hang glider. The low pilot weight would have, according to the manufacturer's literature, made the hang glider
'somewhat more demanding of pilot skill to fly'.
The speed range of the towing aircraft should match the speed range of the hang glider, to enable both to remain within their design limitations during the tow. The towing aircraft has a tow speed range of 37 to 55 mph. Towing operations were conducted at a speed of 40 to 41 mph, although, due to the characteristics of the towing aircraft, the speed would be higher at lift off. Whilst this was within the recommended hang glider speed range, the operating limitations for the towing aircraft required the towed hang glider to have a sustainable maximum speed of 55 mph. This hang glider has a VNE of 48 mph and in free flight the maximum sustainable speed a pilot can achieve is around 42 mph. Also, the BHPA Technical Manual requires the mid-point of the hang glider's speed range to be within the placarded tow speed range of the towing aircraft. In this case, it was just below that.

General takeoff characteristics for this aircraft combination

During the launch, the speed of the hang glider increases to near its recommended maximum in the period from just after lift off until the towing aircraft has taken off. The speed then reduces to the normal tow speed in the climb out. This means that the hang glider is above its trim speed and, therefore, requires a nose down input to prevent it from climbing out of position. This force is provided, in part, by the pilot but mainly by the end of the towing bridle attached to the keel.

The directional stability of the hang glider becomes increasingly unstable as its speed increases. In the period just after lift off, a student pilot is taught to control pitch to avoid climbing too high and, separately, to control any roll deviation that may develop. At this time, the towing aircraft's speed peaks and the hang glider is close to its maximum recommended speed and is, therefore, more directionally unstable. Instructors commented that inexperienced pilots often develop lateral oscillations just after takeoff, which is an indication of this inherent instability. More experienced pilots have the skill to correct and manage this instability before it develops into an oscillation. If a lateral deviation develops, the speed of the hang glider will increase further (much like a water skier traversing behind a boat) and this increase in speed makes it more unstable and, therefore, more difficult to control.

Accident flight

The student pilot appears to have controlled pitch and maintained the correct vertical position during the takeoff but, from shortly after lift off, the hang glider did not maintain the correct lateral position behind the towing aircraft. The length of the tow line being used was just below the minimum length specified by the Tug Manual and that recommended by the BHPA Technical Manual. This reduced the pilot's margin for error and meant any angular deviations would develop more quickly. A longer tow line effectively allows more time for a pilot to recognise and react to any deviations.

The hang glider rolled to the left soon after lift off. Once it started to deviate from the proper towing position, its speed and, therefore, the nose up pitch force would have increased rapidly. The towing bridle attached to the keel would have helped the pilot to counter this force, up to the limit of the tow line weak link. Although the weak link fitted to the tow line was above the value specified by the Tug Manual and recommended by the BHPA Technical Manual, it was not possible to determine whether or not a weak link of the specified value would have broken and released the tow before the tow line was manually released by the towing pilot.

As the deviation to the left developed, it would have rapidly reached a point where the pilot no longer had sufficient roll control authority and the only course of action was to release the tow. The towing pilot saw the deviation developing and released the tow line. This was closely followed by the student pilot releasing the tow line, using the hand lever on the control bar. At the point of release, the tow line tension was likely to have been high and the release would have caused the hang glider to pitch up rapidly as a natural response to the removal of the nose down force on the keel.

Because the hang glider was banked to the left, the pitch up would have been into the turn. The action of the pilot in moving her right hand to release the tow could have caused the glider to pitch up and roll left even more. By this stage, the situation may not have been recoverable, especially for a student pilot with the limited height available.

Safety actions

The BHPA has initiated an in-depth review of aerotowing procedures and will be paying particular attention to the equipment being used and any special requirements for initial solo flights.

The BHPA is also reviewing its audit and inspection processes for aerotowing operations, to ensure that all the elements identified in the above review are regularly and thoroughly checked.

Further relevant actions

Following this accident, the manufacturer of the towing aircraft reviewed the Glider Tug manual and has applied to the BMAA to remove the hang glider sustainable maximum speed requirement. This is to ensure there is no conflict between operating criteria in this manual and that contained in the BHPA Technical Manual, Section 2, Chapter 7 which covers aerotowing procedures for hang gliders. A statement requiring all aerotow operations to be in accordance with the BHPA aerotowing procedures will remain.

Conclusions

From shortly after takeoff, the hang glider did not maintain the correct position behind the towing aircraft and entered an increasing roll to the left. It rapidly deviated from the desired flight path and, despite the tow line being released, resulted in a loss of control from which the student pilot did not recover.

A number of factors were identified that could have made it more difficult for the student pilot to maintain the correct towed position.

The BHPA has initiated an in-depth review of aerotowing procedures and is also reviewing its audit and inspection processes.
---
Footnotes:

1. The signal for the tow to start was passed from the hang glider pilot to the towing pilot via the instructor and two Signallers (see Figure 1).

2. Lockout - This is when a hang glider turns away from the direction of the force applied by the tow line, to such an extent that the tension in the tow line causes the hang glider to deviate rapidly, at an increasing rate, and the pilot no longer has sufficient control authority to correct it. Once developed, the only way to recover is to release the tow line.
---
Figures:

1 - Diagram of the accident site
Image

2 - Towing aircraft, G-WHEE (courtesy Derbyshire Constabulary)
Image

3 - Similar hang glider showing pilot position and bridle arrangement
Image
TOW - Towing bridle - Keel

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/13 18:00:13 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf=
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation
Is this the second youngest actually piloting the wing we've had? (1975/07/18 - Hall Brock - 12) This is a big problem for BHPA. And they don't want people looking too far up the chain of command.
13 dual aerotow launches
- Plus one aborted AT solo.
- Anybody else remember the days when people survived AT just fine with zero tandem training?
Pegasus Quantum 15-912
Lotsa power. Who's driving it? What does he/she have in the way of qualifications and experience? I'm guessing pretty high. But you're not gonna say anything in that department 'cause that would help us narrow down the list of suspects.
Information Source: Air Accidents Investigation Branch Field Investigation
Not to mention u$hPa, Wills Wing, BHPA.
Synopsis

The student hang glider pilot was carrying out her first solo aerotow launches, having previously completed a number of tandem training flights. Shortly after lift off, the hang glider rolled to the left and, although an initial weight shift correction was made, continued deviating to the left of the tow direction.
Did the trike do any deviating to the left of the tow direction?
The towing pilot and the student hang glider pilot...
They're BOTH towing pilots - you moron. And arguably Lois is no longer a student. She's done tandems plus one AT solo launch and landing and now she's Pilot In Command of her glider. So how 'bout we call them the tug and glider pilots? Or maybe Conspicuously Unidentified and Lois?
...both released from the tow line...
- Rubbish. The tug DUMPED the towline - and glider on the other end of it - and Lois DUMPED the towline. And it had to be in that order. There's virtually no chance they released simultaneously and the tug would've had no reason to dump it if the glider were off. He made a good decision in the interest of her safety and maybe she now feels she's gotta prioritize getting rid of the 68.3 meters of correct material before getting serious about the rest of her situation. And you tell us what the sequence is below.

- And please don't trouble yourself to tell us anything about altitude - either on this flight or the previous abort. And I never noticed that before organizing this crap into a legible format. You bury us neck deep in useless irrelevant rot and it makes it real problematic for us to notice the critical information we're not seeing.
Towing Aloft - 1998/01

Pro Tip: Always thank the tug pilot for intentionally releasing you, even if you feel you could have ridden it out. He should be given a vote of confidence that he made a good decision in the interest of your safety.
Wills Wing / Blue Sky / Steve Wendt / Ryan Voight Productions - 2007/03

NEVER CUT THE POWER...

Image

Reduce Gradually
Increase Gradually
That glider was FUCKED when the unidentified PIC hit that pedal and everyone and his dog - not to mention the glider - knew it. And you'll notice that none of the surviving players ever got on a wire and exposed themselves to discussion.

And I'm thinking that Davis let the Zack Marzec discussions go on as long as they did for two reasons:

- Tad-O-Links had been getting into widespread circulation since 2011/08/11 Zapata. These motherfuckers knew goddam well that the real cost of a Rooney Link inconvenience at a national or world comp was well in excess of a thousand bucks. And this incident was worth millions in discouraging use of the tried and true long track record fishing line.

- Rooney was as much of a serious problem for The Industry as he was a fathomless font of ammunition for us. They wanted him destroyed as much as we were enjoying destroying him.

But I digress a bit.
...and the hang glider entered a steep nose down, descending spiral into the ground.
Good thing the driver didn't keep her on any longer then. This one was plenty serious already.
The student hang glider pilot received fatal injuries.
- Are you sure it wasn't the student towing aircraft pilot?

- RECEIVED? Don't you mean SUFFERED? We in the US have a lot more experience with sorta thing so I think you should defer to our terminology standards.
No defects were found, with either the tug aircraft or the hang glider, that could have contributed to the accident.
- Are you sure? In the owner's manual for the glider Wills Wing says:
It has not been designed to be motorized, tethered, or towed.
And I don't know how you could possibly design a glider for foot launched soaring flight WITHOUT also designing it for towing. 'Cause that's essentially what you're doing...

051-20014
http://c2.staticflickr.com/2/1483/26349644531_e0bbe6fd69_o.png
Image

...when you're foot launching with no tug in sight. So maybe you should look for a manufacturer that designs its gliders to be motorized, tethered, or towed but not for foot launched soaring flight. And I can't imagine that if you designed them to be motorized, tethered, or towed they wouldn't also be good for soaring flight. It's worked for conventional gliders since the beginning of time.

And fuck foot launching anyway. I'd wager that for every mountain foot launched soaring flight there are a hundred dolly launched AT soaring flights.

By the way Steve... You don't design your gliders for "soaring" flight. You don't certify them for same either. You design and certify them for speed and glide performance, handling, strength, stability. Soaring is what WE do with them after you ship them. And if we don't fly them in accordance with our skills and judgment they can end up upside down and broken.

Furthermore... You don't and can't design and certify them for "soaring" flight or conditions. Ridge lift winds can get too strong for the glider to maintain position in front of the ridge and thermal conditions can get violent enough to tumble it. Hell, you can't even certify them for foot launch and landing. We have you on tape...

http://ozreport.com/forum/viewtopic.php?t=27086
Steve Pearson on landings
Steve Pearson - 2012/03/28 23:26:05 UTC

I can't control the glider in strong air with my hands at shoulder or ear height and I'd rather land on my belly with my hands on the basetube than get turned downwind.
...confirming that for us.

On the other hand in anything from sled to moderate thermal conditions you can safely platform or dolly launch and tow them with mile wide safety margins from now until the end of time. Ditto for motorizing them with Mosquito harnesses or "tethering" them like string kites. That bullshit disclaimer is totally backwards.

- Hang gliders are inherently roll unstable as hell on tow. Couldn't we consider that a defect and think about what we can do to best address it?
However, a number of factors were identified that could have made it more difficult for the student pilot to control the hang glider.
When her tug driver fixed whatever was going on back there her thrust instantly dropped from 150 pounds to zero and she experienced a severe inconvenience stall?

She needed BOTH hands in a critical situation and while she did have a brake lever velcroed onto the control bar she might have had to relax her grip for a moment to shift and deal with the 68.3 meters of correct material the tug had just gifted her?
The British Hang Gliding & Paragliding Association (BHPA) has initiated an in-depth review of aerotowing procedures...
- Oh good. So I guess those total shitheads will FINALLY triple their weak link ratings to get them in line with what sailplanes have been doing since the beginning of time?

- What's the point in investigating a single AT fatality incident while NOT investigating BHPA to see whether or not they know what the hell they're doing and talking about? Have you looked at their weak link and towing mandatory SOPs? If the tug had been a Dragonfly mightn't this one have had a better outcome?
...and is also reviewing its audit and inspection processes.
Have them give Tim Herr a call. He has TONS of experience in these areas. He'll get them straightened out like you can't begin to imagine.
History of the flight
The flight's history. Ditto for the student hang glider pilot. NEXT.
Background

The student hang glider pilot...
This is the FIFTH time you've referred to the STUDENT pilot. We get it. You're gonna use that designation on her 36 times in this crap document. Give it a fucking rest. Or do you get paid by the word? Or do you think you'll be able to distract us from thinking about some of the words you're NOT using? No shortage of typical/typically either.
...had carried out a number of tandem flights and was now considered to be ready for her first solo flight.
- Also considered to be ready for her first solo flight on a glider off of whose bottom end hook-in weight range she'd fallen. She was a particularly gifted student hang glider pilot.

- The student hang glider pilot had NOT "CARRIED OUT" a number of tandem flights. She wasn't Pilot In Command and she wasn't the top source of mass and muscle under that wing. And you haven't told us that on her final four tandems her instructor never once touched the bar from start to stop.

- She was. She launched, had a control issue, released herself, recovered and landed safely. Compare/Contrast Pete Lehmann 2011/08/11 at the Zapata World Record Encampment. He had to take a detour to the emergency room and that was AFTER his safety device had kicked in and gotten him out of lethal low level AT mode and into ultra safe and easy free flight gliding and landing mode.
The tandem flights had been carried out using a Falcon (3) Tandem hang glider. For the solo flight a Falcon (3) 195 hang glider was used. This was considered by the training school to give as similar a set up and 'feel' to the tandem hang glider as possible.
Then you need to start looking at the training school. 'Cause while she was flying the tandem she had something in the neighborhood of twice the hook-in weight, wing loading, control authority that she had on this monster solo wing.
The aerotow launch system used a Pegasus Quantum 15-912 as the towing aircraft.
Wow! That's a lotta power for that little wing and the little girl behind it.

- Did the driver use all of it to get this ride safely off the ground? I'm gonna assume she did 'cause you're not giving us a single punctuation mark about power management.

- Mightn't this ride have gone a bit better with a Dragonfly which is purpose built for low speed hang glider towing?

Just realized that these front enders don't EVER want to talk or anybody talking about power management. Normally it's safer to get everything off the ground and up and through the kill zone as fast as possible. But in a situation when things are going south for the glider - like in this case - the tug can help the glider out a lot by slowing down and maybe maneuvering to get in front of the glider. But...

http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Jim Rooney - 2011/08/31 09:25:57 UTC

See, you don't get to hook up to my plane with whatever you please. Not only am I on the other end of that rope... and you have zero say in my safety margins...
...the glider has ZERO SAY in THEIR safety margins. MUCH easier and safer for them to maintain afterburners straight ahead and fix whatever's going on back there with their dump levers than to ease off the gas, reduce climb, maneuver in front of us. They don't consider, train for, talk about it. Once ONE of these motherfuckers opens that can of worms people start thinking about the fatals that could've been defused by the Pilot In Command.

I grew up as a dune flyer. I know what it's like to fly at max thermal climb speeds in turbulence close to the surface. That's what Trey Higgins was pushing a bit too far at Slide 2015/06/26. These gas heads don't want any part of that game. We're dreaming if we think these assholes who fought tooth and nail for a couple decades against anyone having anything heavier than a marginal little girl glider weak link are ever gonna inconvenience themselves a bit to extend our lifespans a few extra decades.

I personally had a Dragonfly at Ridgely slow way the hell down at two or three hundred feet to help me get my oscillations dealt with. Find a driver talking about doing something like that. And don't start with Tex Forrest.
The hang glider was attached to the tow line by means of a two-point bridle...
A TWO-point bridle?

Image

That's very clearly a THREE-point bridle - left end of the Koch release connected to the left shoulder tow loop, right end of the Koch release connected to the right shoulder tow loop, top end of the bridle running up to the keel release. THREE points. Actually the bottom end of the bridle's connected to the pin on the Koch so it's really more like four. But TWO? Is that as high as you limey assholes can count?

Wait a minute... When the tug fires up that pressurizes the towline such that the bridle forms a POINT at the tow ring. So let's call it five just to be on the safe side.
...and there were separate quick-release systems for the towing pilot and the hang glider pilot.
Oh. They opted for the QUICK-release systems. Figured the wider safety margin they afforded was worth the price over what one pays for the slow-release systems. Well done.

http://www.chgpa.org/forums/viewtopic.php?f=2&t=3391
More on Zapata and weak link
Paul Tjaden - 2008/07/22 04:32:22 UTC

I have never had a lockout situation happen so quickly and dramatically and had no chance to release as I have always thought I could do.
Well yeah... But if you HAD a chance to release that release would've released quickly - INSTANTLY upon you having pulled the barrel clear of the end of the bent pin. You do your job and your quick-release will work as advertised. But please don't go around trying to...

http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Jim Rooney - 2011/09/02 23:09:12 UTC

Remember kids, always blame the equipment.
...blame the equipment.

http://www.chgpa.org/forums/viewtopic.php?f=2&t=2871
speed link
JD Guillemette - 2008/02/07 12:51:57 UTC

For these same reasons, It just bothers me when people try to "improve" upon Bobby Bailey's designs ... simply put, the designs are at the maximum of efficiency and safety. So I'm right back to where I was. I see no problem in the way things are currently done and creating overly complicated mouth actuated releases is just a waste of time.
It just bothers me when people try to "improve" upon Bobby Bailey's designs.

http://www.chgpa.org/forums/viewtopic.php?f=2&t=3107
I have a tandem rating!!!
Lauren Tjaden - 2008/03/23 22:20:15 UTC

When Jim got me locked out to the right, I couldn't keep the pitch of the glider with one hand for more than a second (the pressure was a zillion pounds, more or less), but the F'ing release slid around when I tried to hit it. The barrel release wouldn't work because we had too much pressure on it.
http://www.chgpa.org/forums/viewtopic.php?f=2&t=3391
More on Zapata and weak link
Paul Tjaden - 2008/07/22 04:32:22 UTC

I got clobbered and rolled hard right in a split second. I have never had a lockout situation happen so quickly and dramatically and had no chance to release as I have always thought I could do.
http://www.hanggliding.org/viewtopic.php?t=21033
barrels release without any tension except weight of rope..
Bart Weghorst - 2011/02/25 19:06:26 UTC

But I've had it once where the pin had bent inside the barrel from excessive tow force. My weaklink was still intact. The tug pilot's weaklink broke so I had the rope. I had to use two hands to get the pin out of the barrel.

No stress because I was high.
Simply put, his designs are at the maximum of efficiency and safety.
The weather conditions were good, with a surface wind directly down the runway at around 5 kt. Runway 20 was in use.
Here's your diagram:

Image

If you're using Runway 20 taking off straight into the wind it's coming IN from twenty degrees west of south. It's not coming DOWN from the north. It's coming IN or UP from the south.
First flight
That sounds so much more reassuring than "Second to last flight".
The solo hang glider...
The SOLO hang glider? Given that you're estimating her hook-in weight at 150 pounds and that that undoubtedly includes a parachute wouldn't the Falcon 3 195 have been a much better tandem glider for Lois and her twin sister? Even if you'd added another two hundred pounds wouldn't she have likely been in much better shape? We know fer sure she wouldn't have come off in any worse shape at the end of the session so let's go for it.
...was set up and the student pilot prepared for the launch. The intention was to tow the hang glider to a height of 1,500 ft aal, before release.
OK, so please don't trouble yourself to bore us with any information about the altitude she actually achieved.
A briefing was given which included information about the significant differences between a tandem and a solo flight.
The solo flight will be much easier 'cause you won't have all that extra weight to hafta muscle around for roll control authority.
When all was ready...
All wasn't ready. It never will be.
...the signal was given for the tow to start. The instructor was in a position under the wing, assisting with the launch.
Assisting how? Helping to get the glider rolling so the BHPA weak link wouldn't decide that the towline tension had reached an unacceptable level?
He was equipped with a handheld radio transmitter with which he could transmit instructions to the student pilot, if needed, and there was a radio receiver for the student pilot on the hang glider.
If you think you may need to radio instructions to the student then she's not ready. This is an up/down/left/right thing. "You're getting a bit high and to the right. You need to pull in and get over to the left to come back to center. Keep thinking about the Cone of Safety and its sweet spot."
The towing aircraft was fitted with a rear-view mirror in which the towing pilot could watch the progress of the tow.
The really advanced towing aircraft are fitted with side-view mirrors in which the towing pilots can watch the serious regression of the tow.
The tow commenced, the hang glider lifted off and the student pilot controlled the pitch.
- Why did the student pilot have to? Shouldn't the pitch be pretty much OK hands off with a properly trimmed bridle connection? She doesn't have an option to get below the tug at this point.

- Well done, Lois...

15-2928
http://live.staticflickr.com/65535/50376674553_0a1d9b538c_o.png
Image

Must've totally nailed that VG setting.

- How 'bout:

15-03805
http://farm9.staticflickr.com/8575/16461636509_bc5610be13_o.png
Image

Is that an example of a student pilot failing to properly control the pitch? Or is it possible that the idiot tug is totally oblivious to the situation developing behind him. Just kidding, tugs can do no wrong under any circumstances. Ditto for their opinions expressed in forum discussions.
The hang glider started to oscillate a little from side to side...
- Do we have any examples of gliders starting to oscillate a little from up to down?

- The GLIDER didn't start to oscillate. It can't. LOIS started to oscillate. And oscillation is OVERcontrol - despite her extremely low hook-in weight for this glider.
...and then banked left and deviated to the left of the towing aircraft.
- Tug. This document is tedious enough as it is.

- Which tells us WHAT? Her next flight's gonna be her last. And nobody can be bothered to give a rough estimate of degrees of bank and/or away from the tug? We read this and come away with the impression that this was the onset of a lockout. The tug isn't dumping her. And nobody's saying, "Whoa Lois! We need to go back up with another two or three tandems."
The student pilot released from the tow and recovered...
From her STALL - which is what you always get if you're not already pulled way the hell in.
...into a level attitude...
- At what ALTITUDE?
- Pity the way she'd totally forgotten how to do that by the time of her subsequent flight.
...turned into wind and made a safe landing.
Oh. So she rolled in on her wheels then. Which she DID with the heavy dedicated trainer gear on the Falcon.
The student pilot and the instructor...
How come you keep beating us to death with the fact that she's a STUDENT pilot and don't tell us shit about the qualifications of her instructor and driver?
...discussed why the flight had not been able to continue successfully...
The FLIGHT was successful. The tow was adequate.
...and what corrections to make next time.
Oh. So if the glider rolls left you shift right to roll it back to center? She hadn't understood that before? After thirteen tandems to altitude?
The student pilot noted the comments and advised that the same mistake would not recur.
Lying bitch.
She was also asked if she wanted to carry out a further tandem flight but decided to attempt another solo flight.
And her conspicuously unidentified instructor decided to let her ATTEMPT another solo flight. Is that how we operate? When I was working with people moving them up the dune and to high stuff I didn't let them ATTEMPT the flight. I coached them on fine points. I wasn't any more worried about catastrophic failures at launch, approach, landing for them than I was for myself. If I were gonna let Lois ATTEMPT another solo flight I'd have been holding my breath until a fair bit after she'd cleared the kill zone.
Accident flight
This isn't sounding much like an "accident" to me.
The student pilot was re-briefed before the tow commenced.
Guess she didn't really get it the first time. Maybe a few more rebriefings would've helped. Maybe a final one after the tow commenced while her instructor ran along under her wing.
The hang glider lifted off and started deviating to the left, taking up a left banked attitude.
- Left again. Straight-in wind, smooth brain dead easy conditions, not saying anything about cockeyed control input, the trainer's sail is now torn so we can't check for a tuning issue...

- Pick a number - one to ninety.
The instructor on the ground, now positioned behind the hang glider, made a radio call to tell the student pilot to "shift right" but...
...not to abort.
...as he did so, saw that a weight shift correction had already been made.
Oh good. Nothing to worry about then.
However, he noted that the correction was not sufficient to level the wing...
What wing?
...of the hang glider...
Oh! The wing of the HANG GLIDER! Of course. Thanks for the clarification.
...and that the left turn continued and increased.
To what? Just relative to the first flight to what?
He radioed to the student pilot to release.
Nobody needed to radio her the first time.
The towing pilot and then the student pilot released the tow line...
- So the tug left her with 68.3 meters of slack correct material she felt compelled to dump in a critical situation - with her oversized glider low, rolled, and now stalled.

- Didn't hear anything about the unidentified tug driver maneuvering to the left and/or reducing power.

- Oh good. The towing pilot fixed whatever was going on back there. She should be OK now. And this was well below five hundred feet so even though he had trees to worry about. Well done.
...the hang glider then went into a steep nose down, descending left spiral and struck the ground.
Really? I heard that the hang glider ended up lying on a disused section of a concrete/asphalt runway located approximately 35 meters to the left side of the runway from which it had taken off. Doesn't sound much like "ground" to me. But hell, I might've either gotten that wrong or gotten it from an unreliable source. And accident investigations involving fatalities take a long time. And by long, I mean they can take years. (Yes, YEARS, I'm not kidding.) So we should probably wait for the official report. We have a system in place. It works. Let it work.
The instructor later commented that he had been startled by the speed with which the accident had happened and his impression was that the situation was not recoverable.
- What a crappy student. I think she should've been advised to take up another hobby. Paragliding maybe.

- ACCIDENT. So it really wasn't anybody's fault. Shit just happens sometimes.

- The SPEED and unrecoverable situation happened right after the tug driver made a good decision in the interest of her safety.
The area of impact was on a disused concrete/asphalt runway surface. Several people...
Who were just wuffos so we certainly don't need to hear about any of their uninformed impressions. Particularly if one of them was one of Lois's parents. No fuckin' way you'd be able to get any objective assessment.
...ran over to give assistance...
A bit too late, dontchya think?
...and an air ambulance was called.
Sounds pretty serious. I'm still hoping for a full and speedy recovery though.
The student pilot...
Always a student! Really gotta admire her attitude and tenacity.
...was transferred to hospital but had suffered fatal injuries in the accident.
I'd thought she just received them.
Other information
This is WAY too long already. Here, lemme show ya how to do things right...

2013/09/01
http://www.ushpa.aero/safety.asp
USHPA - Safety Articles
Fatality Reports
2013/02/08 - Zack Marzec

Zack Marzec (27), an H-4 Pilot with Aero Tow and Tandem Aero Tow proficiency as well as Advanced Instructor and Tandem Instructor appointments, and a USHPA member since 2009, suffered fatal injuries when his glider tumbled during an aero tow launch. During the launch, at an altitude of 150 AGL, the pilot encountered an invisible bullet thermal which pitched the nose up, causing the weak link to break. Upon the breakage of the weak link, the glider whip stalled and then tumbled twice. The pilot and glider's leading edge hit the ground simultaneously. The pilot was utilizing his own pro-tow style tow harness, this own high performance glider with VG on, and was not wearing a full face helmet.
Witnesses

Using the rear-view mirror, the pilot of the towing aircraft saw the hang glider deviate to the left after it lifted off. She...
Oops. Gender specific personal pronoun. Judy Leden?
...considered that, at the point the hang glider was released from the tow, the situation should have been recoverable.
Which is critically ambiguous.
- Intended - The stupid twat should've been able to recover and come out smelling like a rose after I fixed whatever was going on back there - but she just froze.
- Freudian - The tow was still sustainable and I could've slowed down and rolled left to get a less unfavorable outcome.
It appeared to her that the student pilot did not make any further control inputs once the hang glider had released.
Guess she just froze. Possibly with the bar stuffed to her knees waiting for her glider to start flying again after the increase in the safety of the towing operation.
One witness was watching the aerotow launch from the other end of the runway, some 400 m to 500 m away. He had with him a handheld radio and could hear the transmissions made by the instructor. He saw the hang glider turn to the left, after takeoff, and heard the instructor say to weight shift right. He did not see any sign of a correction but noted that the hang glider turned further left and that the nose up pitch attitude increased. As this happened, he heard the instructor call "release".
Release with your nose pitched way the hell up...

10-00704
http://c2.staticflickr.com/2/1527/25000631815_67393621b6_o.png
Image

What's the worst that could possibly happen?

15-00921
http://c2.staticflickr.com/2/1461/24882605932_14a37e9798_o.png
Image
He could tell that the tow had been released because the pitch attitude of the hang glider changed again.
Must've started going up a bit more.
He saw the hang glider continue to turn left and adopt a nose down pitch attitude.
Never seen a stall before?
The left turn then continued until the hang glider struck the ground.
No it didn't. It struck PAVEMENT. And for a situation like that you need a much better helmet than the one Lois was using.

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/14 15:00:14 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Meteorological information

The weather conditions were fine and reported by the training school to have been good for aerotowing operations.
What's good for aerotowing operations tends to totally suck for the ultimate whole purpose of the aerotowing operations. We don't do this so we can get pulled up two thousand feet and glide back down. If we did it would be way easier, safer, cheaper to just go up on an ultralight and kill the engine.
The wind was not recorded at Darley Moor Airfield but the 1350 hrs METAR for East Midlands Airport, 17 nm to the south-east, reported a surface wind from 210° at 7 kt.
Lightish and ten degrees to the left of Runway 20. A benefit to the tow if anything.
Examination of the accident site
Let's not look too closely now...
The hang glider was lying on a disused section of a concrete/asphalt runway, located approximately 35 m to the side of the runway from which it had taken off and approximately 100 m from the launch point (see Figure 1).
1 - Diagram of the accident site
Image

And the scene of the crime from Google Earth:

http://live.staticflickr.com/65535/50472913013_8b98a752f1_o.png
Image
52°58'30.38" N 001°44'37.48" W - 9406 feet
The tow rope was found a little further along the runway in use and was lying at an angle of approximately 30° to the direction of the runway.
So on the "upwind" side.
The hang glider was complete and intact, apart from the control frame which had suffered impact damage. The leading edge on the left side of the wing appeared to have struck the ground first, as the sail cloth along its length was torn. Some dismantling of bracing wires had taken place as part of the efforts to rescue the pilot.
A bit late at that point to be rescuing her.
Pilot information

The student pilot had been flying paragliders for two years and had attained a Club Pilot rating.
So she couldn't have been all that clueless with respect to flying hang gliders.
In April 2011 she started hang glider training.
And on October 28 of 2011 she finished it. I was a pretty solid Two after a span of six days - with one of them down - at Kitty Hawk in the spring of '80. And I one hundred percent guarantee you that I could've dealt with any one of those tows immediately afterwards going for my next merit badge. And I don't think I'm any more gifted or intelligent than Lois was - in the relevant departments. And it's a total no brainer that the more sophisticated, thorough, safe, responsible, professional our training has become the less effective it is.
The training was carried out in accordance with the BHPA Hang Gliding Aerotow Training Programme...
I think I'm seeing the core problem.
...and started with tandem aerotows...
Fuck tandem aerotows.
...of which she completed 13.
Probably should've done either one fewer or one more.
The training programme included recovery from unusual attitudes, stalling and lockout, as well as exercises in recovery techniques for issues that may occur on-tow, such as pilot-induced oscillation and regaining the correct towed position after lateral and vertical displacements.
- Well OK then. Sounds pretty bulletproof.

- Got any video?

- How 'bout simulated weak link inconveniences in smooth air at two thousand feet when the glider's tracking fine and the instructor determines the situation is safe enough.
All these exercises were to be carried out at a safe altitude.
What a pity it is that all AT launches are carried out...

http://www.hanggliding.org/viewtopic.php?t=14230
pro tow set-up
Ryan Voight - 2009/11/03 05:24:31 UTC

It works best in a lockout situation... if you're banked away from the tug and have the bar back by your belly button... let it out. Glider will pitch up, break weaklink, and you fly away.

During a "normal" tow you could always turn away from the tug and push out to break the weaklink... but why would you?

Have you never pondered what you would do in a situation where you CAN'T LET GO to release? I'd purposefully break the weaklink, as described above. Instant hands free release Image
Jim Rooney - 2009/11/03 06:16:56 UTC

God I love the ignore list Image

Tad loves to have things both ways.
First weaklinks are too weak, so we MUST use stronger ones. Not doing so is reckless and dangerous.
Then they're too strong.

I have no time for such circular logic.
I had it with that crap years ago.

As for being in a situation where you can't or don't want to let go, Ryan's got the right idea. They're called "weak" links for a reason. Overload that puppy and you bet your ass it's going to break.

You can tell me till you're blue in the face about situations where it theoretically won't let go or you can drone on and on about how "weaklinks only protect the glider" (which is BS btw)... and I can tell ya... I could give a crap, cuz just pitch out abruptly and that little piece of string doesn't have a chance in hell. Take your theory and shove it... I'm saving my a$$.
...at extremely dangerous altitudes.
During training, because of the need to maintain the correct body position...
Upright with your hands at shoulder or ear height where we can't control the glider? Like we do for approaches and landings? (I have no freakin' clue what you're talking about here.)
...student pilots are first taught to control pitch and roll separately.
- And just look at how well that worked out for Lois.

- On the dunes we dealt with pitch and roll control on Lesson One. Even though 99 percent of our "students" were gonna start and end their careers on one morning or afternoon session.

- Name some other flavor of aviation in which all the available axes of control aren't taught simultaneously and immediately at Square One.
Later, these are combined into a co-ordinated manoeuvre.
Keep up the great work.
The towing pilot was also a hang gliding instructor...
Judy Leden? I'm guessing it was 'cause she seems to have faded out from the limelight after this point in our history.
...and was experienced in aerotow operations...
I'll bet this was one AT operation experience she hasn't forgotten yet.
...both in flying the towing aircraft and in being aerotowed in solo and tandem hang gliders.

The towing pilot had flown several tandem flights with the student pilot earlier in the day. During them, the student had demonstrated her ability to correct oscillations competently following four simulated oscillation exercises.
How'd she do demonstrating her ability to remember to always thank her towing pilot for intentionally releasing her, even if she felt she could have ridden it out, giving her a vote of confidence that she made a good decision in the interest of her safety? Why do we have an altitude estimate of fifty feet at the point she released herself and recovered and landed smelling like a rose on the first flight but nothing on her more problematic flight and landing on her second and last flight for the day when her towing pilot fixed whatever was going on back there? I know that's a pro level skill and that was only her second solo but it looks like she was clicking pretty well on some of her other drills.
The towing pilot, in her capacity as an instructor, had considered the student to be very capable and ready for solo flight.
-
Does the BHPA have an Instructor of the Year Award like u$hPa? I'm seeing a lot of similarities between this one and Holly Korzilius's first effort at pro towing at Manquin on 2005/05/29.
Although on the first solo flight the tow was released at a height of about 50 ft...
The tow WAS RELEASED? Gotchya motherfuckers. Attempting to downplay, obscure the issue of who made the call to abort. That's why this report beats the runner up in the length department by a factor of three. The runner up was ALSO a hang student of a varying age working on his rating via tandem tow instruction.

Kill a kid and all the sudden you have to give the impression to the public that you give a flying fuck by pumping at tons of print and diagrams with circles and arrows and you can use this to bury the issues you don't want people looking at and thinking about too much. Holly Korzilius, Lois Preston, Arys Moorhead. All of them tow so there's always at least one other individual involved in piloting the bird that's gonna slam in.
...it was competently handled and a safe landing was made, further demonstrating the student's readiness to fly solo.
Yeah, on the next one she just froze. Everybody else was doing everything right. No way anything here could've been predicted and/or safely addressed.
Towing aircraft
Two words. Fourteen letters and a space. Tug. One word, three letters and no space. Towing aircraft. No-brainer. 22 occurrences.

2 - tug
2 - Tug Manual
1 - tug aircraft
3 - Glider Tug manual
---
8 - total
General description

The Pegasus Quantum 15-912 (see Figure 2)...
2 - Towing aircraft, G-WHEE (courtesy Derbyshire Constabulary)
Image
What, you couldn't get the towing pilot to pose in the cockpit, level the wing, demonstrate the release mechanism she used to make a good decision in the interest of her safety? Too modest? That's low light and taken by the cops. That's late in the day after the crash. Nobody's gonna hop in the cockpit and level the wing for a better representative photo.
...is an advanced weight-shift controlled aircraft, operating on a Permit to Fly. It had been modified to include factory modification PG134, which installs a towing hook mechanism, automatic and manual release mechanisms...
AUTOMATIC RELEASE MECHANISM? Like a Birrenator? Oh do tell us more. An "automatic release mechanism" but no front end weak link.
...and a rear-view mirror. The procedures and limitations for towing operations using this equipment are set out in the Glider Tug manual, which is a supplement to the Operator's manual.
I so do hope that next year's edition will feature a dedication to the towing aircraft pilot who did such a heroic job of handling this one to achieve the best possible outcome under the nearly impossible circumstances of the incident.
The aircraft had also been modified to include an optional rear hang point for the wing. This provided a slower range of trim speeds, 37 to 55 mph, and is intended for use in this type of towing operation.
The Dragonfly can get down towards twenty. Mightn't we have had a better outcome using that towing aircraft?
The wing was rigged to this rear hang point. Towing operations were conducted at a speed of 40 to 41 mph, although, due to the characteristics of the towing aircraft, the speed would reach a higher speed at lift off.
With a 150 pound hook-in pilot on a 195 Falcon for her first couple of AT solos. Great.
Documentation

The Glider Tug manual includes detailed limitations, instructions and guidance for all aspects of towing with this aircraft. For aerotowing hang gliders, it stipulates that:
'Aerotowing must be carried out according to the BHPA aerotowing operations manual.'
Why? The BHPA people are the same incompetent fucking dickheads we have running u$hPa.
Among the specified limitations, the following were relevant:
'The towline must be at least 70 m long....
230 feet.
A maximum weak link strength of 100 kg must be observed according to the BHPA aerotow manual....
- 220 pounds towline. A pro toad Rooney Link can get you 260.
- For this particular solo or for ANY solo?
-- Based on WHAT?
-- In the US the FAA min legal for this glider is 262. The max is 656. That's 119 and 298 percent of your BHPA bullshit lunacy respectively.
-- No wait... We just have to OBSERVE it. We don't hafta actually USE it. I can live with that.
Hang gliders to be towed must be capable of a sustainable maximum speed of at least 55 mph.'
Oh yeah?

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What VG setting do you think Oliver should be using to get up to 55?

Here's the DESIGNER of Lois's trainer AT launching his hottest comp bladewing:

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Bar's almost fully stuffed and the Dragonfly hasn't gotten airborne yet. Tell me how he's gonna make it to 55.
Maintenance

The aircraft, G-WHEE, was found to be in satisfactory condition and the towing equipment operated normally.
Including the automatic release mechanism? Well, I guess that was irrelevant what with the towing aircraft pilot having done such a stellar job of making a timely good decision in the interest of the student hang glider pilot's safety.
The Certificate of Validity of the Permit to Fly was in date and the aircraft had the required placards displayed. No defects were identified that could affect the towing operation.
Since not being able to fly below twice the glider's stall speed isn't considered to be a defect that could affect the towing operation. They have a max 100 kgf weak link that will neutralize any imaginable problem in that department.
The towline being used was 68.3 m...
224 feet.
...long and of the correct material.
Oh good. I so do hate going up on a towline constructed of the incorrect material. It's just slightly better than going up on an inappropriate weak link with a finished length of 1.5 inches or less. If they don't comply with correct material standards you might find yourself towing at the end of a minimum length of 70 meters of barbed wire and that could cause all kinds of problems - 'specially if you're having the climb out over powerlines.
It had weak links fitted to each end. The weak link at the towing aircraft end had a break value of 150 kgf...
331 pounds. 0.58 Gs for a max loaded Falcon 3 Tandem (71+500).
...and the one at the hang glider end had a break value of 125 kgf.
276 pounds. 0.84 Gs for a max loaded Falcon 3 195 (53+275). We made it 0.04 Gs up into the US legal range.
Hang glider

General Description

The Falcon (3) 195 is a conventional hang glider constructed of aluminium alloy tubing frame, with a polyester sail cloth covering. Although not subject to any regulation...
Unless you fly it at a Davis comp. Then you hafta fly an appropriate pro toad bridle and an appropriate weak link of either 280 or 400 pounds towline.
...the hang glider had been tested and found to comply with an industry-developed design code, the 2006 HGMA (Hang Glider Manufacturers Association) standard. It was considered suitable for novice pilots. The basic weight of the hang glider is 53 lb.
If you're going by US based glider certification standards then how come you're not going by US legal weak link standards?
Additional wheels had been fitted to allow ground launching with the pilot in a prone position. A castoring main wheel was attached to each end of the control bar and incorporated rubber bungees to allow a degree of suspension. An extension to the keel allowed the fitment of a tailwheel. (A similar arrangement is showing in Figure 3.)
3 - Similar hang glider showing pilot position and bridle arrangement
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TOW - Towing bridle - Keel
The additional landing gear weighed approximately 28.5 lb.

The hang glider manufacturer was asked to assess the effect on its handling characteristics. Their experience indicated that the control response would generally be slower and the control authority somewhat diminished, due to the percentage reduction in pilot weight compared to the overall weight of the hang glider and the increase in rotational inertia away from the centre of gravity. The manufacturer concluded that it is likely these changes would be noticeable to an experienced pilot but would not compromise a pilot's ability to control the hang glider.
Yeah, it WILL *COMPROMISE* it. Enough to be a deal breaker on this one? No. With the glider pulling out with an inch and a half to spare à la Dennis Pagen? Yeah. This is like the hang glider manufacturer assessing that its Sport 2, U2 and Talon may be "Pro towed" without a top release; Davis Straub telling us that he's flown his pro toad bridle without a problem hundreds of times; Bob Lane telling us that his long thin three point bridles won't wrap.
A towing bridle was attached to a point on the keel forward of the control frame...
*A* point on the keel forward of the control frame? Just anywhere on the keel forward of the control frame? Mightn't that be a fairly critical issue on this flight? You're not telling us whether or not the glider was properly trimmed. It almost certainly was but it totally STINKS that you're not confirming and documenting the trim point. But if you did that then you start having serious issues with pro toad flights and future Zack Marzec flavor incidents. Great thinking and planning, guys.
...and incorporated a quick release fitting which was operated by a lever, similar to a bicycle brake lever...
SIMILAR to a bicycle brake lever. But not, of course, just a bicycle brake lever. A purpose built lever designed in accordance with exacting aeronautical standards for it's critical function in aerotowing and mounted in place on the basetube or within easy reach on the starboard downtube using aeronautical grade velcro.

http://www.chgpa.org/forums/viewtopic.php?f=2&t=3107
I have a tandem rating!!!
Lauren Tjaden - 2008/03/23 22:20:15 UTC

When Jim got me locked out to the right, I couldn't keep the pitch of the glider with one hand for more than a second (the pressure was a zillion pounds, more or less), but the F'ing release slid around when I tried to hit it. The barrel release wouldn't work because we had too much pressure on it.
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...on the right hand side of the control bar. The other end of the towing bridle was attached to the pilot's chest with another independent quick release fitting which could be operated by the pilot.
You don't really NEED one there for anything... It's just that they had some extra space that wasn't doing much and decided to fill it with another toy. And if you decide to use the bottom one it just feeds through the tow ring...

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...and streams back above and behind you. Saves you the hassle of stowing it and the drag cost is pretty negligible. Pretty much totally negligible if you're flying a single surface Falcon trainer.

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Hell, Paul Voight here doesn't ever bother with a keel release. Comes out way ahead on the drag equation.

http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Cragin Shelton - 2011/09/03 23:57:33 UTC

Nice Reference Citation
Ridgerodent:
Manned Kiting
The Basic Handbook of Tow Launched Hang Gliding
Daniel F. Poynter
1974

"The greatest dangers are a rope break or a premature release."- Richard Johnson
Do you REALLY think that there has been no progress in knowledge about the practical applied physics and engineering of hang gliding in 37 years? OR that an early, 3+ decade old, information book written by a non-pilot is a solid reference when you have multiple high experience current instructors involved in the discussion?
The end of the towline was fitted with a ring, through which the towing bridle passed (see Figure 3). Operating either release allowed the towing bridle to pass through the ring on the towline, releasing the tow.
Most of the time. Potato/Potahto. (Fuckin' morons.)

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/16 15:08:31 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Documentation

The manufacturer provides an Owner/Service manual which contains detailed limitations, instructions and guidance for rigging and operating the Falcon range of hang gliders.
Oh good. Then we should be able to look up the weak link specified for each model glider - just like ya do for sailplanes.
The January 2007, second edition notes:
'They have not been designed to be motorised, tethered or towed. They can be towed successfully using proper towing procedures. Pilots wishing to tow should be USHGA (United States Hang Glider Association) skill rated for towing.'
Oh. Guess not. Well then u$hPa should have that information available for us.
The manual also quoted a recommended 'hook in' pilot weight range of 175 to 275 lb for the Falcon (3) 195 model, based on the compliance testing, but suggested the optimum range is 200 to 240 lb. It notes:
'Be advised that pilots with hook in weights within 20 lbs of the minimum recommended will find the Falcon somewhat more demanding of pilot skill to fly.'
And here's what their designer says about landings in stark contrast to what's in...

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...all the their manuals:

http://ozreport.com/forum/viewtopic.php?t=27086
Steve Pearson on landings
Steve Pearson - 2012/03/28 23:26:05 UTC

I can't control the glider in strong air with my hands at shoulder or ear height and I'd rather land on my belly with my hands on the basetube than get turned downwind.
So... Our only goal is complete an AT launched flight in good thermal soaring conditions with the pilot and glider in the same shapes they were at the beginning. Choices. On a glider on:

- whose hook-in weight range we're gonna be fifty pounds under or over being able and having to stay prone with both hands on the control bar at all times from start to finish

- which we're dead centered in the hook-in weight range going up with an easily reachable release and appropriate weak link and having to foot land as they describe and illustrate in their manuals on a glider

I'm gonna call this a statistical no-brainer.
The student pilot involved in this accident weighed 134.5 lb.
Wow, that's astoundingly accurate. Did you get the student pilot's weight from the autopsy report? At which point she was no longer a student pilot?
It was estimated that her 'hook in' weight was not more than 150 lb.
Probably should've dumbed her weak link down a fair bit for better lockout protection.
In the flying section of the manual it notes:
'At speeds faster than trim, you will be holding the bar in pitch against substantial force, and if you let go to move your hand the glider will pitch up and roll towards your remaining hand.'
Well yeah but:

http://ozreport.com/forum/viewtopic.php?t=31052
Poll on weaklinks
Brad Gryder - 2013/02/21 23:25:31 UTC

There's also a way to swing your body way outside the control frame so it stays up there while you reach out with one hand and release. Come on - do some pushups this winter. :roll: See if you can advance up to some one-arm pushups.
So I'm gonna call that a total non issue for an adequately fit pilot.

For those motherfuckers to have that statement in their manuals and, for all intents and purposes, endorse the total crap their Flight Park Mafia dealers pass off as AT equipment...
The manual advises that the normal operating speed range is 20 mph to 30 mph and the maximum steady speed in free flight a pilot can achieve is approximately 42 mph. The VNE is stated as 48 mph.
And yet we have:
Hang gliders to be towed must be capable of a sustainable maximum speed of at least 55 mph.
So for BHPA safe and legal AT we hafta be able to sustain a speed of AT LEAST seven miles per hour / fifteen percent over VNE. So how come you total dickheads aren't calling for those child murdering total dickheads to be grounded IMMEDIATELY for a minimum of three months to give them time to devise a set of AT SOPs devoid of the absolute lunacy we're seeing here?

I'd say if you have ONE total lunatic provision like that in your SOPs a novice pilot would CORRECTLY dismiss ALL of your SOPs and proceed as best as he could figure to. And he's also gonna question the competence of all instructors and officials and gravitate to whatever he can best figure to be a reliable source. I made the mistake of doing that and put stock in Pagen for WAY longer than I should have. Also failed to see what a total lunatic Donnell was.
The trim speed can be set by ground adjustment of the hang point position on the keel;
Or hell, for at least 55 just connect to the nose plate.
...the trim speed would typically be set to be within the normal operating speed range.
Cool. As long as what we're doing is TYPICAL and NORMAL we're perfectly OK. Like it was typical/normal on Space Shuttle launches for foam insulation to break off from the liquid fuel tank and bang up the orbiter's heat shielding. So we don't worry about it.

I have it in my head that Dragonflies aren't legal and don't fly in the UK 'cause they fail to meet their sterling airworthiness standards. And that in itself is probably legitimate. They DO have shit engineering issues one of which knocked one out of the sky in 2003 at Greeley and there may have been another they're not telling us about that killed Mark Knight 2014/02/23 at Phoenix. So let's just throw them out altogether, use nice properly airworthy trikes, toss out fifteen miles per hour of low end hang glider useable speed range, kill the odd sixteen year old kid who doesn't compensate all that well.
The BHPA Technical Manual...
Fuck the BHPA Technical Manual and the idiot total douchebags who wrote and tolerate it. On a sane planet if there were national hang gliding regulations they'd be legitimate and pretty much all the same.
...Section 2, Chapter 7, subpart 4C details the requirements for a hang glider being aerotowed and includes the following requirement for its speed range:
'The mid-point of the glider's placarded max All Up Weight (AUW) speed range must lie within the tug's placarded tow speed range. (This is to ensure that the glider is capable of flying at the tug's safe operating speeds).'
Fuck the tug's safe operating speeds. One of the hang glider's primary reasons for existing is that it can be foot launched and soared at really slow speeds. In weak and/or tight thermals we can kick sailplane butt. And when you go weaker and/or tighter paragliders can kick hang glider butt. You design the tug to tow at hang glider speeds. You don't modify the glider or go up to its top end to accommodate the tug's design speeds. It's supposed to be a hang glider TUG. It's not supposed to be an ultralight some bozo feels like calling and using as a tug.

Flush this regulatory bullshit down the toilet where it belongs. If the tug's too fast we'll either deal with it, chose not to fly behind it, be incapable of flying behind it. And the way things are with Reliable Releases, Infallible Weak Links, appropriate pro toad bridles, drivers who can fix whatever's going on back there by giving us the rope... fast tugs are the VERY LEAST of our worries.

Wanna write some sane USEFUL AT regs to which no one would object? Set standards for dolly construction and performance...

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...and outlaw AT foot launching. That would've shut down the 2005 Worlds at Hay and saved Robin's life.
The placard on this type of hang glider states that the stall speed at maximum pilot weight is 25 mph and that VNE is 48 mph, giving a mid-range speed of 36.5 mph.
Yeah, the tug was too fast.
Maintenance

There are no formal airworthiness requirements for hang gliders but this one was reportedly inspected regularly, including daily and pre-flight inspections, in line with the requirements of the manufacturer's maintenance schedule.
Excluding, of course, the manufacturer's lunatic procedure for the sidewires preflight load test 'cause that's the known leading cause of work hardening the center area of the wire and further damaging it by grinding into sharp rocks.
When not in use, it was stored in a hangar in the rigged condition. No maintenance records were available, nor were they required to be kept. The hang glider was reported as being less than a year old and appeared to be in satisfactory condition. No pre-existing defects were found that could affect its airworthiness.
And here I was thinking that there was some airworthiness issue that kicked in at the same millisecond Lois's driver fixed whatever was going on back there.
Controlling a hang glider

Control of a hang glider is achieved by the pilot moving their weight relative to the hang glider wing. The shift of weight provides an out of balance force to which the hang glider responds. The weight of the pilot affects controllability, as control is achieved through the movement of the pilot's weight; lower pilot weight results in less control force.
How 'bout towing with a pilot-only connection? Does that have any effect on controllability? If it does and BHPA permits it anyway then how come we're not talking about that?
Pitch control

Pitch control is achieved by the pilot shifting their weight forward and aft.
Or, in Oliver Moffatt's case...

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...just aft. Which makes getting back down to tug level a bit problematic.

If BHPA douchebags are legitimizing pro toad configuration for AT - and they are - there is ZERO POINT in discussing any of their other towing SOPs.
Each hang glider has a natural trim or 'hands-off' speed and this is the speed it will fly at without pilot input.
No shit? Do the tug designers know about and understand this?
The hang glider is stable around this speed and will naturally react to any deviation from this speed and return to its trim speed. For example, if its speed is increased, the hang glider will naturally pitch up and this will cause its speed to reduce. The pilot can fly the glider faster than the trim speed by shifting and maintaining their weight forward. This counters the natural tendency of the hang glider to pitch up as speed increases and, as a result, it will stabilise at a higher speed for as long as the pilot holds their weight forward.
How 'bout roll? I'm guessing that works the same way.
As towing speeds are generally above trim speed...
Towing speeds are ALWAYS above free flight trim speeds. For surface you're applying both downward and forward vectors. The glider's getting heavier and flying faster. For aero, which is what we're talking about here, does anything really need to be said?
...it is common practice to attach one end of the towing bridle to a position on the keel forward of the control bar.
Which is another way of saying that it's also common practice NOT to attach one end of the towing bridle to a position on the keel forward of the control bar. See above.
This applies a nose down force to the hang glider to assist the pilot in maintaining the correct pitch attitude during the tow.
That's kind of a shit way to say it. What it does is move your thrust line up to the neighborhood of your Centers of Mass and Drag such that you remain in normal trim position with respect to your wing / control bar. Yeah, it pulls the keel "DOWN" towards the tow ring but it also pulls the pilot "UP" towards the tow ring. So the effect is cancelled out and all that's left is forward.
Roll control
The more you're rolled the more roll control the towline's gonna have.
Roll control is achieved by the pilot shifting their weight laterally, from side to side.
You mean like:

http://www.youtube.com/watch?v=uvhzoVC1UqM
Simple Progression for Teaching Hang Gliding
Ryan Voight - 2015/02/22

As with all hang gliding, it's important to encourage a light touch.

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If you teach them how to pull the glider with the harness they'll learn to steer the glider through weight shift simply by running toward their target.
You run to your left and that puts a sideways pull on the keel which rolls your high wing back down?
The roll will commence as soon as the pilot moves sideways due to the, now, uneven weight distribution generating an uneven load across the wing. The wing is designed to flex and help the roll develop. Sideslip towards the lower wing will also develop, as a secondary effect of roll...
Steve Seibel says it doesn't - but that doesn't change the way we fly our gliders so I'm not really worried about it.
...and this will cause the wing to roll further into the turn and the nose to drop.
Yeah, our noses drop when we're locking out...

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That's why we hit the ground so hard.

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Notice there are no names of any perpetrators on this document.
Due to the natural characteristics of this type of wing, as speed increases it becomes more directionally unstable.
- It becomes more STABLE in what it's doing when it's doing what we don't want it too. The more it turns the more it wants to turn. That's why we can't get it back. It's unstable as hell when we're pointed at the tug. That's where we want it. That's where it's most easily turned one way or the other and most easily turned back to where we want it. And if we don't, can't, wait too long...

- Yeah, it'll respond to control input a lot quicker and more dramatically... But that's not a stability issue. And neither of these issues really has a place in this discussion.
The design is, by necessity, a compromise between sufficient low speed control authority and satisfactory high speed directional stability.
Huh? Name a fixed wing aircraft over which one has really great low speed control authority whose high speed directional stability sucks. A fuckin' ROCK has pretty damn good directional stability.

But thanks bigtime for padding this document with even more pseudo-authoritative obfuscatory rot.

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/16 19:14:03 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Personal safety equipment

The pilot was wearing a helmet approved to European Standard EN966 - Helmets for Airborne Sports.
But unfortunately it impacted pavement approved to Royal Air Force Standard FY666 which supersedes European Standard EN966 so Lois was pretty much toast at the point these standards became relevant.
It appeared that it had been subject to considerable force during the accident but had otherwise been in good condition.
Well alright then. We can probably sell it at a modest discount to one of our other students.
Pathological information
Should've used that as the title of this report.
An aviation pathologist carried out a post-mortem examination on the pilot. He observed that there was a severe head injury but, apart from fractures of the jaw...
Probably open face - not that it matters or I give a rat's ass.
...and a rib...
Probably one of those Koch chest crushers. And I'll wager it was the fractured rib that was the real deal breaker on this one.
...there was no other significant injury.
That's alright. We're good at this point.
He considered that the force with which the pilot's head struck the ground would have exceeded the helmet's design limits.
Damn! We definitely need to design our helmets with higher limits! Maybe take another look at our hook knives while we're at it.
Organisational information
I think we already have a pretty good picture of that. Next.
The sport of hang gliding is not regulated in the UK but is conducted under the supervision of the BHPA.
In other words it's REGULATED by BHPA. Try towing with a Tad-O-Link and see what happens if you don't believe me.
The BHPA oversees pilot and instructor training standards, provides technical support such as airworthiness standards, runs coaching courses for pilots and supports a country-wide network of recreational clubs and registered schools.
Who overseas the BHPA to make sure they don't devolve into the kinds of vile corrupt total scumbags as we have running thins over here? Never mind, I just answered my own question.
The BHPA provides a Technical Manual covering all activities under their supervision.
What qualifications does BHPA have for doing anything? I think we can just look at this incident and get a pretty good answer to that one.
Aerotowing with a microlight aircraft is a regulated activity and was first approved in the UK by the Civil Aviation Authority in 1994.
This wasn't an aerotowing fatality.
Using the rear-view mirror, the pilot of the towing aircraft saw the hang glider deviate to the left after it lifted off. She considered that, at the point the hang glider was released from the tow, the situation should have been recoverable. It appeared to her that the student pilot did not make any further control inputs once the hang glider had released.
See? The pilot of the towing aircraft considered that, at the point the hang glider was released from the tow, the situation should have been recoverable. It appeared to her that the student pilot did not make any further control inputs once the hang glider had released. She was safely released, whatever was going on back there was fixed when she was given the rope, she was in free flight mode, Pilot In Command of her bird but just froze. This had no more to do with aerotowing than if Dustin Martin had towed up at Zapata and flown into a fence on final 475 miles later to the north.
The sport of hang gliding has developed around the world during the last 50 years.
Arguable. A great deal of that development has been backwards. Just read your report if you don't believe me.
Hang gliders were initially foot launched from a hill.
They were originally boat towed. They evolved from, with, through towing. And they're on a path to extinction as towing operations are collapsing.
This method has some limitations; notably that a hilly area is required, the equipment has to be carried to the top of the hill and the weather and wind conditions have to be suitable. This means that the learning process is often lengthy and is usually carried out as a solo pilot, although some tandem flights are available.
No, you have it all wrong. Foot launching from hills is much safer, more fun, efficient, effective due to its simplicity.
Launch systems were developed, using winches or static lines, and some of these are suitable for tandem hang gliders.
Just some. There's no fuckin' way you could tow a tandem on a static line, for example.
Aerotowing is a more recent activity...
Practical aerotowing started rolling on a significant scale with the Cosmos tug let's call it 1984. Dragonflies took off in the early Nineties and major scale tandem followed closely behind. So it's fuckin' ABSURD to talk about AT as "a more recent ACTIVITY" in this context. But I guess we're going with the "something we all can learn from" line with this one so knock yourselves out. And yeah, make sure there aren't any signatures on this report.
...which allows a tandem hang glider, with an instructor and student, to be towed to a greater height, typically around 3,000 ft aal, thereby allowing more airborne and training time.
And just look at the really awesome results we got from this one - not to mention:
- 1996/07/25 - Bill Bennett / Mike Del Signore
- 1998/10/25 - Jamie Alexander / Frank Spears
- 1999/02/27 - Rob Richardson / unnamed female concussion
- 2005/09/03 - Arlan Birkett / Jeremiah Thompson

And funny we never seem to hear about the huge advantage tandem AT has over solo scooter as a legitimate introductory teaching tool. And requiring tandem AT for a 2.5 or up level to begin qualifying for it is just a tool for gouging students.
Training can take place over a generally flat area...
Like Lockout Mountain Flight Park for example. Bullshit. You need a few hundred yards of flat runway to launch an AT. And nobody needs to be told this. But since you're being paid by the word knock yourselves out.
...giving smoother air conditions...
Right. You get smoother air conditions over generally flat areas. Quest, Manquin, Ridgely, Cloud 9, Whitewater, Hang Glide Chicago, Luling, Zapata, Big Spring, Santa Cruz, Australia come to mind. We're always looking for smoother air conditions for AT so's we can launch, climb, glide back down, approach, land with the widest possible safety margins.

These assholes are seriously worried about the future existence of UK AT tandem training. That's why they're padding THIS rot into the fake report.
...and a possible landing back at the launch point.
Name some towing flavors at which landing back at the launch point ISN'T a "POSSIBILITY".
Thus, more training flights are possible in a shorter space of time.
See how well things worked out with this one!
Aerotowing is widely considered to be the most demanding of the hang gliding launch procedures.
- WIDELY CONSIDERED? Do we have actual numbers on that? Bullshit.

- "Widely considered" is another way of saying the issue is total bullshit. In hang gliding it's WIDELY CONSIDERED that the towline transmits PRESSURE to the glider to propel it forward and a single loop of 130 pound Greenspot precision fishing line on a bridle end makes a superb one-size-fits-all AT lockout protector for all solo gliders. Anybody who doesn't have total shit for brains wants to know what's NARROWLY UNDERSTOOD by the half dozen individuals in this sport who DON'T have total shit for brains.

Me... I'd say that while it's the most potentially dangerous flavor of tow launch it's a piece o' cake over anything foot launched, close to platform for the liftoff, better than platform after fifty feet 'cause you're climbing more efficiently. Also your John Woiwode, Avolare, Jason Boehm types don't really have the option of pointing into a crosswind to stay directly behind whatever's at the forward end of the towline.
Some pilots progress through foot launching and winch launching before attempting aerotows.
Anybody who ATTEMPTS an AT is an incompetent moron. Peter Birren comes to mind.
Ab initio aerotow training is carried out at a number of locations.
A much smaller number than it was a few years back.
The BHPA advises that a typical number of tandem launches before solo flight is between 15 and 20.
- You had me at "typical".

- I remember the days when it was zero. But that was before AT operators figured out they could separate a lot more money from the recreational pilot if the BHPA would advise that a typical number of tandem launches before solo flight would be between 15 and 20. Hell, let's make it thirty for someone we really care about.
Recognising the demanding nature of aerotowing...
I haven't recognised it. I haven't heard you tell us anything to lead one to that conclusion. A shallow slope slot launch in light switchy air is DEMANDING - and generally a bad idea.

You show me a video illustrating the demanding nature of aerotowing. One of three things can happen.
- Smooth air. 2.0 level flying.
- Turbulence. 2.5 level flying and responses.
- Thermal induced lockout.
-- 2.5 level flying and response. If you're:
--- low you better be properly equipped and you may die anyway so you better check the flags before you start to roll
--- high it doesn't matter

The only examples of crappy AT I've ever seen on tape are:
- 1.5 level's being put up at shit operations
- all pro toads

But go ahead and paint AT as a slightly toned down version of Russian roulette the way everybody else does.
- helps all the established AT guys picture themselves as top gun fighter jocks - just 1.5 steps down from any tug driver
- justifies a load of bullshit tandem training and ability to gouge the student.
- provides great cover when a student is demolished through the:
-- use of Industry Standard crap posing as equipment
-- massive incompetence of the Pilot In Command up front
...this school introduced an assessment system, such that students were evaluated on their ability during the early tandem flights.
Can we get a detailed description of it? Or maybe something similar from an AT operation that DIDN'T pile drive a sixteen year old girl back into the runway last Friday.
Only the more able were allowed to progress towards an aerotowed first solo...
The more able...

http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Jim Rooney - 2011/08/31 09:25:57 UTC

We know who the rockstars are and who the muppets are.
How do we and who gets to make that determination? Shouldn't we have cards that mean something?

In this era there's very little that goes on anywhere that ISN'T being recorded on video. And we can tell within fifteen seconds whether or not somebody knows what he's doing as far as physical execution. Put GoPros on keels and the clip of the task serves as the permanent record for the AT launch and climb, Flat Slope and Assisted Windy Cliff launches, RLF approaches. Update as you advance.

We don't have a single clip of Lois doing anything anywhere. And we DO have clips of Jon Orders not doing hook-in checks Just Prior To Launch and Kelly Harrison talking to his driver with one hand off the control bar and on the PTT button and nothing wired into his helmet. And that's ONLY because the former was locked up while they waited for the video card to come out from the other end and the latter was killed instantly upon impact.

WITHOUT video we get to hear Paul Tjaden talking about the invisible dust devil he spent the past weak inventing and Lois Preston making no effort to control her glider when on tow and after Jud- sorry, her tug pilot fixed whatever was going on back there by giving her the rope.

And Judy... Whether or not you were driving that ride you're participating in / cooperating with the cover-up/disinformation campaign. I don't give a rat's ass either way. You have blood on your hands. Get in touch with Lauren. You two can be a support network.

P.S. Fuck you and "we", Jim. There's no such thing as a rock star AT pilot and a muppet should only be a muppet for the first quarter of the first tow. If that's not the case it's the instructor who totally sucks. And there are no videos illustrating superb AT flying skills for the same reason there are no videos illustrating superb driving at 65 mph on empty stretches of Interstate highways in gusty crosswinds. If you wanna see videos of superb hang glider flying they need to be of hot RLF approaches and aerobatics. In AT all we do is make corrections to say in position behind our douchebag tug driver. 2.5 level skills and it gets old fast.

Wanna see some hot AT flying?

24-A11218
http://c2.staticflickr.com/8/7698/27007819973_45ae6021a8_o.png
Image

Lemme know when some of your asshole tuggie buddies can do something like that on the back end - deliberately. Most of them have long records of wetting their pants at the mere thought of towing a solo on a doubled Rooney Link.
...other students progressed using a winch launch system.
OH! Because on a winch launch system they're not being pulled by a wide open 912 Rotax? If the glider starts getting in trouble they can...
Wills Wing / Blue Sky / Steve Wendt / Ryan Voight Productions - 2007/03

NEVER CUT THE POWER...

Image

Reduce Gradually
Increase Gradually
...reduce or increase GRADUALLY? It doesn't hafta be either full bore or instantly ZERO? Like it was for the Pegasus trike pulling Lois?

They've made a big issue talking about how the (oversized) glider (with the underweight little girl under it) is just squeaking into the legitimate range behind the fast tug. If the tug had made the least effort to slow down they'd have told us about it. But nope. Glider's a bit out of line. Make a good decision in the interest of its safety.

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/17 14:36:35 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Aerotow operation on the accident flight

The hang glider was fitted with integral wheels for the launch; this was a similar configuration to the tandem hang glider used for training.
So on a normal landing you'd bring it down to the surface with a lot of airspeed, level out, skim, bleed off speed, let it drop onto the wheels and roll to a stop? What a quaint concept.
More commonly, for a solo launch, a trolley is used which remains on the ground after the hang glider lifts off.
So then how would the glider land safely?
The BHPA considered a trolley launch to be a progression and that early solo flights should be kept as similar in configuration to the tandem flights as possible.
- Oh good. Let's just do things in accordance with whatever the fuck the BHPA considers to be reality. We certainly don't wanna open the can of worms in which we look at real world situations and experiences as justification for establishing SOPs.

- When I started we foot launched behind a Cosmos with a one point bridle so I'd consider all the above to be a REgression.

- Why are we talking about this bullshit? When Jesse Fulkersin bought it 2015/10/11 by clipping a tree while trying to get on final did we discuss his launch 1250 feet above the LZ at the overlook? Did we need to?
A number of people were involved with this aerotow launch procedure.
But please don't trouble yourself identifying any of them, telling us what their qualifications were. The moment her tug pilot made a good decision in the interest of Lois's safety she became Pilot In Command and all such info became instantly totally irrelevant.
As well as the towing pilot and the student pilot, there was the instructor, with a radio, who was on the ground, alongside the student pilot at the start of the launch.
Why? I racked up a pretty good collection of merit badges over my career, had neither a tandem instructional flight nor anyone on a radio doing a continuation of ground school when I was doing a new variation of anything. And if they're using a radio for Lois I'd like to hear about some of the situations in which it came in useful. Apparently they considered that to be the case in this one - but we all know just how much good it did anyone. So let's hear some of the success stories.
There was an observer (Signaller) by the hang glider...
Yeah, I can see that. Somebody to double check the glider, hook it up, check the flags, give the tug a green, boost the glider to make sure the focal point of their safe towing system survives initiation.
...equipped with a bat...
Wish I'd been equipped with a bat around behind a hangar alone with Rooney for a minute or two.
...to signal when all was ready for the tow to start...
Seems that in this situation it really wasn't.
...and an observer (Signaller 2) ahead of the towing aircraft to receive and relay these signals to the towing pilot (see Figure 1).
What signal would Signaller 2 use to alert the towing pilot (see Figure 1)...

1 - Diagram of the accident site
Image

...to the fact that his mirror wasn't working properly?
Several instructors, who were familiar with aerotow operations, noted that it was fairly common for students to enter an oscillation after takeoff during the early stages of their training.
How common was it for the tug to ease off on the gas when students fairly commonly entered oscillation cycles? How come we're not hearing a single syllable anywhere about any response to this issue? It wasn't dumping the glider 'cause if it were you'd have been telling us about all the scores of times this had happened with everyone coming out smelling like roses and how many more tandem flights it would typically take for the students to get their shit together well enough to give solo another shot.

That tug is taking off at or near full power to get off and start climbing out. So it can safely cut back to non climbing power and let the glider get himself straightened out. But that didn't happen this time. Probably 'cause things started going south sooner than might be expected and this wasn't an oscillation.
Analysis
Rigorous and unflinching no doubt.
Training

The student pilot had completed a structured training programme at a BHPA approved school.
And as a consequence of this incident we're doing a stand-down to review the structured training programmes at a BHPA approved schools. Just kidding. Structured, BHPA approved... What more could we possibly ask for?
Although the number of dual aerotows completed was less than the typical number reported by the BHPA...
Oh my God! We need to start getting really serious at making sure that the number of dual aerotows completed is AT LEAST the same as the typical number reported by the BHPA. Or hell, we could also get BHPA to report a lower typical number of dual aerotows completed before being cleared for solo. Should work equally well, number of dual aerotows goes down so also safer, cheaper, more efficient.

Like when Bobby designed his tow mast to succeed at the same tow pressure allowed by the typical four strand weak link for a tandem glider which was the same as the four strand weak link typically used on the tug's tow bridle they made a three strand typical for that end. And did you ever hear a typical towing aircraft pilot or typical tandem or solo hang glider pilot having a problem with or even complaining about it? Hell no! A typical hang glider pilot would NEVER do such a thing 'cause if he did he wouldn't be typical anymore. And not being typical sucks like you couldn't even begin to imagine.
...the instructor considered that the student had demonstrated that she was more than capable of progressing to solo flight and additional dual training was not necessary.
And besides... The pilot of the towing aircraft has a dump pedal right there in her cockpit. So if she sees anything the mirror the least bit alarming going on back there 68.3 meters behind her all she needs to do is give it a stomp. And then it's no longer a tow flight and Lois has always been great at free flight.
The training programme was comprehensive and included recovery from unusual attitudes, stalls, lockout and oscillations. however, such training is, by necessity, carried out at a safe altitude with an instructor.
I think if such training were carried out at a DANGEROUS altitude with an instructor the quality of the instruction would be WAY better and the student hang glider pilot would take control issues from zero to fifty feet a lot more seriously.
During the first solo flight, initially a lateral oscillation developed, followed by a deviation to the left. The student pilot released herself from the tow and made a controlled landing into wind. The recovery manoeuvre was carried out well and gave the instructor additional assurance that the student pilot was ready for solo flight.
Of course. That would give ANYONE additional assurance that the student pilot was ready for solo flight. But sometimes students just freeze

http://www.hanggliding.org/viewtopic.php?t=13582
Training Accident
Jim Rooney - 2009/09/10 00:11:24 UTC

Brainfreeze is instinct.

It has nothing to do with "logical thought"... it's not a higher brain function... it's more like reflex. It happens before your brain processes things.

It's the "deer in the headlights" thing. Before even "Fight or Flight" kicks in, you hit Freeze-noFreeze. Note when something unexpected explodes near by, everyone's (and I mean everyone) body freezes up for a second. Think of brainfreeze as an extension of this.

People aren't thinking "I shouldn't be doing anything"... they're NOT thinking. Once the "Danger" meter pegs, their brain locks and doesn't let go until "the danger" has passed.... unfortunately, this is generally after they've hit the earth and everything has stopped.

This is why radios are of no use (when this happens).
That's UNDOUBTEDLY what happened here - just like Roy Messing - 2009/08/31. Two years two months prior. You only get brainfreeze in situations so dire that the novice pilot is either killed instantly or suffers injuries so extensive that he or she never regains consciousness. This is why you never hear anyone report having experienced brainfreeze and need exceptionally gifted individuals such as Jim Rooney to set all us muppets straight on what's actually happening.

This was clearly such a case.
- brainfroze and just stopped flying the glider
- her instructor's radio back at launch became instantly useless
- impacted headfirst on a helmet she should've known would've been inadequate for the situation
- made it to the hospital with a pulse but was declared dead a short time later

Textbook.
The second solo flight started with a roll and deviation to the left at an early stage. Although there was an attempted correction, it was not sufficient and the deviation increased.
Yeah, I think we heard something similar earlier in this report. Gimme a minute... Yeah, here it is:
The instructor on the ground, now positioned behind the hang glider, made a radio call to tell the student pilot to "shift right" but, as he did so, saw that a weight shift correction had already been made. However, he noted that the correction was not sufficient to level the wing of the hang glider and that the left turn continued and increased.
You read this crap and it leaves you with the impression that this bozo kid shifted right to counteract but couldn't be bothered to take it to the stops. And thus you don't take away the impression that these assholes had this bozo kid on a glider with twice the square footage that would've been appropriate for her hook-in weight for her first two AT solos, that she was LOCKED OUT, and that NO correction would've been sufficient to check the roll - let alone bring the wing back to level.

And meanwhile... What the fuck is the Pilot In Command of this ride doing at the other end of the 68.3 meters of correct material?
This time, the towing pilot released first.
What did the towing pilot expect to happen at this point?
The student pilot released soon afterwards but the hang glider would have been exposed to different release forces from those experienced during the first solo flight.
Tell me what "release forces" are - you fucking douchebags. The instantaneous subtraction of two hundred pounds of critically misaligned tow pressure at a conspicuously unspecified AGL figure?
It is possible that the student pilot delayed making corrections as a result of her experience during the first solo flight.
Ooh! Let's do an eight page chapter on all the things that might have been POSSIBLE issues. That way if we include anything with an air of legitimacy to it there won't be a snowball's chance in hell of anybody noticing. Here, lemme give you something to help you get this section rolling.

http://ozreport.com/forum/viewtopic.php?t=30971
Zach Marzec
Paul Tjaden - 2013/02/07 23:47:58 UTC

Beyond these facts anything else would be pure speculation. I have personally had numerous weak link breaks on tow, both low and high, after hitting turbulence and have never felt in danger of a tumble. I have witnessed countless others have weak link breaks with no serious problems. We train aero tow pilots how to handle this situation and I am certain that Zach had also encountered this situation many times before and knew how to react properly. Apparently, Zach simply hit strong low level turbulence, probably a dust devil that could not be seen due to the lack of dust in Florida, the nose went too high and he tumbled at a very low altitude.

Strong dust devils in Florida definitely do exist even though they are rare. My wife had a near miss when she encountered a severe dusty a couple years ago and I almost lost a brand new $18,000 ATOS VX when it was torn from its tie down and thrown upside down.

I wish I could shed more light on this accident but I am afraid this is all we know and probably will know. Zach was a great guy with an incredible outlook and zest for life. He will be sorely missed.
That help any? If not there's plenty more where that came from.
Although the training is designed to expose a student to many possible scenarios...
Totally nailed it. Now that Lois has been exposed to and had practice dealing with this one she should be good to go for anything that can be thrown at her. Pity nobody had a camera running. Just think how valuable the video would've been for the ground school classroom.
...when an unusual attitude or event is experienced close to the ground the pilot's view is different because of the changed perspective.
I don't know how much more of this crap I can take. This is an absolute masterpiece in its class. u$hPa should've studied this one for a solid month before writing up the 2015/03/27 Jean Lake child murder. It was WAY too easy to properly dissect that one - although, granted, we had a lot of valuable video footage with which to work for that one.
Furthermore, the time available to make a recovery is short and requires quick, accurate corrective action.
Yeah, whenever somebody makes a good decision in the interest of your safety like that...
Dennis Pagen - 2005/01

I pulled in all the way, but could see that I wasn't going to come down unless something changed. I hung on and resisted the tendency to roll to the side with as strong a roll input as I could, given that the bar was at my knees. I didn't want to release, because I was so close to the ground and I knew that the glider would be in a compromised attitude. In addition, there were hangars and trees on the left, which is the way the glider was tending. By the time we gained about 60 feet I could no longer hold the glider centered--I was probably at a 20-degree bank--so I quickly released before the lockout to the side progressed. The glider instantly whipped to the side in a wingover maneuver. I cleared the buildings, but came very close to the ground at the bottom of the wingover. I leveled out and landed.

Analyzing my incident made me realize that had I released earlier I probably would have hit the ground at high speed at a steep angle. The result may have been similar to that of the pilot in Germany. The normal procedure for a tow pilot, when the hang glider gets too high, is to release in order to avoid the forces from the glider pulling the tug nose-down into a dangerous dive. This dangerous dive is what happened when Chris Bulger (U.S. team pilot) was towing John Pendry (former world champion) years ago. The release failed to operate in this case, and Chris was fatally injured. However Neal kept me on line until I had enough ground clearance, and I believe he saved me from injury by doing so. I gave him a heart-felt thank you.

We are taught to release at the first sign of trouble, and I fully support that general policy, but in some cases, the trouble happens so fast and is so powerful that a release low would have severe consequences. In my case, I was instantly high above the tug with a strong turn tendency and a release at that point would have been ugly. The main point for us to understand is that we must gain our experience in gradually increasing challenges so we can respond correctly when faced with different emergencies. It should be made clear again that a weak link will not prevent lockouts and a hook knife is useless in such a situation, for the second you reach for it you are in a compromised attitude.

Thirdly, experienced pilots should be aware that towing only from the shoulders reduces the effective pull-in available to prevent an over-the-top lockout. Like many pilots, I prefer the freedom of towing from the shoulders, but I am aware that I must react quicker to pitch excursion. Sometimes reactions aren't quick enough and emergency procedures must be followed.
...reaction speed is a really important issue. Really hard to overemphasize that point.
Towing aircraft and hang glider

No defects were found with either the towing aircraft or the hang glider that could have contributed to the accident.
So then I think we need to start looking at the individuals operating them. The pilot of the towing aircraft obviously performed flawlessly and optimally in every action, response so I think this all boils down to the less than stellar performance of the student hang glider pilot.
The pilot's hook-in weight was below the minimum recommended for the hang glider.
The minimum RECOMMENDED for the hang glider? That's not a RECOMMENDATION, motherfucker. The minimum RECOMMENDED is 200 pounds. The minimum SPECIFIED is 175 and the operation's max ESTIMATE of her hook-in weight is 25 pounds under that. Plus we're calling the landing gear APPROXIMATELY 28.5 pounds. And that even FURTHER diminishes her control authority below what she'd have had at minimum specified.

Furthermore... We can live with the 150 pounds max. That sounds like a fair estimate of her flying weight. But we could've had a pretty accurate figure on what she had over her non estimated 134.5 pound body weight. The clothing, shoes, harness, parachute or reasonably facsimiles could - and SHOULD - have been weighed for a report on this serious an incident.
Although the additional landing gear increased the overall weight, it did not form part of the moveable weight used to control the hang glider. The low pilot weight would have, according to the manufacturer's literature, made the hang glider
'somewhat more demanding of pilot skill to fly'.
Bullshit. The glider became IMPOSSIBLE to fly after being rolled to some critical degree. And after the pilot of the towing aircraft fixed whatever was going on back there by giving her the rope it was even more impossible to fly all the way down to the disused concrete/asphalt runway surface. And the only thing she could've done to mitigate her situation two or three millimeter's worth she DID do. She dumped the 68.3 meters of appropriate material the pilot of the towing aircraft had given her.
The speed range of the towing aircraft should match the speed range of the hang glider, to enable both to remain within their design limitations during the tow.
Pity it didn't - by a long shot. Also we never heard a single syllable about the pilot of the towing aircraft adjusting her power down a notch from normal takeoff and climb.
The towing aircraft has a tow speed range of 37 to 55 mph. Towing operations were conducted at a speed of 40 to 41 mph, although, due to the characteristics of the towing aircraft, the speed would be higher at lift off.
What the fuck is any of that supposed to mean? According to Wikipedia that plane has a STALL SPEED of 38 mph so 37 would seem a bit dubious for a tow takeoff. So let's go with 40. If it can take off at 40 the glider took off a long time ago. And when the glider started getting in trouble it could've *SAFELY* SLOWED THE FUCK DOWN from whatever it was doing. But there's no hint of the pilot of the towing aircraft making the slightest effort to do this. And that's 'cause she stayed in normal takeoff and climb out mode until she dumped the student hang glider passenger (we're calling her a passenger 'cause she was comfortably under min hook-in weight) into a nonrecoverable fatal stall.
Whilst this was within the recommended hang glider speed range, the operating limitations for the towing aircraft required the towed hang glider to have a sustainable maximum speed of 55 mph.
Well then if this is a number BHPA pulled outta it's ass to write up towing SOPs - the same way it did for max weak link rating - we certainly must adhere to it and discuss it ad nauseam.
This hang glider has a VNE of 48 mph and in free flight the maximum sustainable speed a pilot can achieve is around 42 mph. Also, the BHPA Technical Manual requires the mid-point of the hang glider's speed range to be within the placarded tow speed range of the towing aircraft. In this case, it was just below that.
Close enough though. Given that they're putting a first solo session AT student up at a minimum of 25 pounds under min certified, 50 pounds under recommended, and 70 pounds under REALLY recommended I think we can let things slide on this minor point.
General takeoff characteristics for this aircraft combination

During the launch, the speed of the hang glider increases to near its recommended maximum in the period from just after lift off until the towing aircraft has taken off. The speed then reduces to the normal tow speed in the climb out. This means that the hang glider is above its trim speed and, therefore, requires a nose down input to prevent it from climbing out of position. This force is provided, in part, by the pilot but mainly by the end of the towing bridle attached to the keel.
So where was it attached to the keel? It was attached at the operation's best one-size-fits-all point - which isn't being disclosed - and it wasn't adjusted for Lois 'cause if it had been we'd have been told it had been.
The directional stability of the hang glider becomes increasingly unstable as its speed increases.
No it doesn't. It becomes a lot more responsive to control input. But since Lois didn't have any control authority in this configuration we shouldn't dwell very long on this issue.
In the period just after lift off, a student pilot is taught to control pitch to avoid climbing too high...
Does anybody actually need to be TAUGHT that? No wait... We're trying to paint this operation as reasonably professional, responsible so pray continue. This bullshit sounds a lot like:
http://ozreport.com/forum/viewtopic.php?t=30971
Zach Marzec
Paul Tjaden - 2013/02/07 23:47:58 UTC

I have witnessed countless others have weak link breaks with no serious problems. We train aero tow pilots how to handle this situation and I am certain that Zach had also encountered this situation many times before and knew how to react properly.
...and, separately, to control any roll deviation that may develop.
And with their pro package this operation puts you on a glider two sizes over optimal for your hook-in weight so you can hone your towing skills to extra sharp. And for an extra thirty bucks they'll take you up in mid afternoon thermal conditions.
At this time, the towing aircraft's speed peaks and the hang glider is close to its maximum recommended speed and is, therefore, more directionally unstable.
I can't take too much more of this.
Instructors commented that inexperienced pilots often develop lateral oscillations just after takeoff, which is an indication of this inherent instability.
Sure. Whatever...

http://www.chgpa.org/forums/viewtopic.php?f=2&t=2467
weak links
Jim Rooney - 2007/07/22 20:16:36 UTC

BTW, I know Kevie a hell of a lot better than you do dude. Please do not assume to inform me as to his towing opinions.

And as for your cracks about me being a tug pilot (and somehow less qualified to comment on hg stuff)... HAHAHA I'm a freakin hg instructor. I towed more yesterday than you've towed all year. I use this crap on a daily basis. If anyone here's less qualified to comment... It's YOU.
...you/they say.
More experienced pilots have the skill to correct and manage this instability before it develops into an oscillation.
Yeah. Experience, skill... We muppets can only dream of ever being able to attain such levels of towing proficiency. Small wonder that Lois was oscillating all over the place as this situation rapidly progressed to total crap.
If a lateral deviation develops, the speed of the hang glider will increase further (much like a water skier traversing behind a boat) and this increase in speed makes it more unstable and, therefore, more difficult to control.
- Yeah, those water skiers become unstable as hell, teeter on the brink of control when in traversing mode. They should be using much safer weak links than the Tad-O-Link crap they're using now.

- When the water skier goes sideways the boat slows down 'cause the pull is increasing. There wasn't much extra pull on the tug 'cause the glider's BHPA weak link was still doing fine. So did the pilot of the towing aircraft make the slightest effort to ease off the gas and climb to make things any easier on the glider?

- And after she went into lockout mode the hang glider was even more difficult to control. But Lois just deemed the difficulty level to be more than she was willing to put up with and quit piloting the glider.

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/18 15:10:52 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Accident flight

The student pilot...
I'd characterize her more as a victim. A legitimate student necessitates legitimate instruction. And a legitimate instructor has to have the discipline, theory, implementation, execution 100.00 percent right. This was nowhere in the ballpark.
...appears to have controlled pitch and maintained the correct vertical position during the takeoff but, from shortly after lift off, the hang glider did not maintain the correct lateral position behind the towing aircraft.
The HANG GLIDER didn't? Doesn't one normally talk about the PILOT not maintaining position? But yeah, since this glider was in nothing close to certified configuration it actually was, to a considerable extent, doing what it wanted to - to the benefit of no one and nothing.
The length of the tow line being used was just below the minimum length specified by the Tug Manual...
http://www.pmaviation.co.uk/download/upload_pdf/QuantuQTM%20TUG.PDF
...and that recommended by the BHPA Technical Manual.
- It wasn't RECOMMENDED by BHPA. It was MANDATED. And BHPA provides ZERO justification for that figure and has a nasty habit of pulling stuff outta its ass and putting it on its books anyway - which is pretty much the case here - so I wouldn't worry about it much one way or another.

- In a smooth air training flight like this was supposed to be... Yeah, the short towline was a detriment. On a real world strong thermal soaring tow the short towline could've been an advantage. If I were gonna write the SOPs I'd MANDATE a minimum of 250 feet and smooth conditions for students and leave it to the discretion of the operation for solidly checked out AT pilots with non shit equipment.

And let's note that u$hPa has never had any regs for towline length, the US has done a zillion times the volume of AT that the UK has or ever will - a fair bit of it in world record conditions - and there's never been an incident related to towline length that I know about or BHPA has cited.

The "Tug manual" wasn't specifying a minimum towline length - dickheads. It was obviously just referencing the idiot BHPA SOPs. But I guess this helps paint a picture of across the board competence and expertise beyond the grasp of Joe recreational pilot.
This reduced the pilot's margin for error...
Since when did we start worrying about the pilot's margins for error?
...and meant any angular deviations would develop more quickly.
'Specially with the tug doing zilch to compensate to any degree.
A longer tow line effectively allows more time for a pilot to recognise and react to any deviations.
- For someone as totally clueless as Lois was? I doubt the tug would've been able no get airborne with that much correct material plus a glider behind it.

- *A* pilot? One of two pilots? So maybe a front end pilot might recognise and react to deviations? Abort the tow? That didn't turn out all that well. Any other options beyond maintaining normal heading, power, climb?
The hang glider rolled to the left soon after lift off.
How far? To what approximate bank angle? At what altitude? These are all CRITICAL issues. How come you motherfuckers are telling us NOTHING about ANY of them? How come none of the BHPA constituency is calling you motherfuckers on any of this?
Once it started to deviate from the proper towing position, its speed and, therefore, the nose up pitch force would have increased rapidly.
- Hey, I know how to fix THAT problem real fast!

- Must've been using a Tad-O-Link. A *PROPER* AT weak link will very clearly provide protection from excessive angles of attack, high bank turns and the like for that form of towing.

- If it's rolled hard left the nose isn't gonna pitch UP so much, is it?
The towing bridle attached to the keel would have helped the pilot to counter this force...
What if it's one of those highly skilled AT pilots with super quick reflexes who doesn't need any help countering this force? Doesn't that extra bridle just increase the complexity of the system and thus the likelihood of failure?
...up to the limit of the tow line weak link.
Which is what?
Although the weak link fitted to the tow line...
To the TOWLINE? Isn't it supposed to be fitted to a bridle end? Won't it fit there much better? No wait... The Quantum doesn't and can't use a bridle... But why not for the glider?
...was above the value specified by the Tug Manual and recommended by the BHPA Technical Manual...
Again, motherfuckers, the Tug Manual didn't just HAPPEN to independently through its independent testing program come up with the exact same weak link limit that BHPA did. They're just talking about compliance with BHPA's total douchebag regs. But of course you total douchebags know that goddam well.
...it was not possible to determine whether or not a weak link of the specified value would have broken and released the tow before the tow line was manually released by the towing pilot.
OF COURSE IT IS! In the UK weak link limits are carefully calculated to keep towline pressure well within the limits of safe control. At 100 KG there was no fuckin' way he or she could've gotten that far out of whack. The pressure would've been kept within the limits of safe recovery - just like Lois herself had done on the first flight. Having your thrust instantaneously go from 220 pounds to zero is a total nonevent. She could've been pushing up against 276 with that Tad-O-Link those assholes were using for the sake of convenience - and just look at the price that was paid. Don't try to tell me that there was a great deal of inconvenience experienced anyway when you step back and look at the big picture.
As the deviation to the left developed, it would have rapidly reached a point where the pilot no longer had sufficient roll control authority...
According to the owner's manual she didn't have sufficient roll control authority from the moment she lifted off the cart on through impact. So I don't know why we need to belabor the issue with respect to the flagrant Tad-O-Linking that occurred for this ride.
...and the only course of action was to release the tow.
- Yeah, the glider was pretty fucked as things were. If she hadn't been released from the tow at that point she might not have still had a pulse when she arrived at the hospital.

- How 'bout if she'd stayed and been kept on and thrown her chute?

27-0907
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34-1209

This guy - Toby Houldsworth - blew his static tow weak link, walked away with "slight bruising", continued in the comp. But I guess we don't want people thinking that even at this stage in this massive clusterfuck it didn't need to end the way it did, that fixing whatever was going on back there by giving her the rope was the only option.
The student pilot involved in this accident weighed 134.5 lb. It was estimated that her 'hook in' weight was not more than 150 lb.
You don't happen to mention that most of that extra 15.5 pounds is parachute. Don't tell me that thought didn't cross your minds when you were working on this damage control document.
Personal safety equipment

The pilot was wearing a helmet approved to European Standard EN966 - Helmets for Airborne Sports. It appeared that it had been subject to considerable force during the accident but had otherwise been in good condition.
But the parachute wasn't worth mentioning in the discussion of "Personal safety equipment". Gotchya again - motherfuckers. If you hadn't padded this document with as much redundant, irrelevant, obfuscatory crap as you did people would've picked up on the fact that you said nothing about her parachute in that category. If you hadn't known that could've defused the situation you'd have told us the model and the training she'd had to help further illustrate what a great operation this was and how wonderfully BHPA was supervising the operations under its jurisdiction.
The towing pilot saw the deviation developing and released the tow line.
What with the towline pressure permitted by Lois's Tad-O-Link rapidly ramping up to such an insanely dangerous level. Pretty cool chick. Righteous stuff flowing from her ears.
This was closely followed by the student pilot releasing the tow line...
The student pilot who was too fucking clueless to release the towline when it was taking her beyond the limit of survivability a second and a half ago and who will resume being too fucking clueless to make the slightest effort to fly herself out of this sub six percent over pro toad Rooney Link inconvenience.
...using the hand lever on the control bar.
What a stupid place to put it. In the US - where we pioneered all this stuff - it's required to be within easy reach and it's been determined through literally hundreds of thousands of trail and error tows that about a foot up on the starboard control tube is the most easily reachable location.

And I'll bet she's using one of those Kotch chest crushers as her backup.
At the point of release, the tow line tension was likely to have been high...
- Really? I was thinking that the towline tension would've been dropping off towards negligible during the roll away from the tug.

- Oh. So the pilot of the towing aircraft wasn't able to confirm that towline tension was ramping up to anything noticeable. Thanks bigtime for that one.
...and the release would have caused the hang glider to pitch up rapidly as a natural response to the removal of the nose down force on the keel.
What absolute total fucking morons. And this has stood unchallenged by anyone in the mainstream since its 2012/05 publication.
Because the hang glider was banked to the left...
To what degree? We know it couldn't have been too serious 'cause if it had been that would've helped justify tuggie's response. And it's rather astounding that in a report of this mind numbing length and redundancy that not once do you quote, paraphrase, attribute a statement or opinion to a single participant or individual of any description. Yeah, I can see why anybody involved in the production of this document wouldn't want his or her name associated with it.
...the pitch up would have been into the turn.
Then it wouldn't have been a pitch "UP", would it?

And gliders do not pitch up or any other direction in response to the safety of the towing being increased. They immediately stop climbing or locking out, stall, pitch DOWN.

This is probably the best sequence we have on tape anywhere.

http://www.youtube.com/watch?v=lohIHeyx-qU

09-00628
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It's a wee bit unfortunate 'cause the camera's out on the end of a strut that springs around with the shock of the transition and you have to average the horizon but that glider DOES NOT pitch UP. It's slowing its climb and STALLING.
The action of the pilot in moving her right hand to release the tow could have caused the glider to pitch up and roll left even more.
Yeah, what a total fucking moron. Astounding that this operation considered her to be potential pilot material in the first place. She was STALLED - you ASSHOLES. There wasn't any bar pressure and she and everyone and his dog present knew that there wasn't a goddam thing she could do to be able to fly out of this one at this point. This point at an altitude you're not saying anything about.

Here's Reidar recovering from his inconvenience:

06-00601
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He's pretty neutral on the bar at this point and if he dumps the line even with his easily reachable release it won't matter. And Lois's is ON the CONTROL BAR.
By this stage, the situation may not have been recoverable, especially for a student pilot with the limited height available.
But I'll bet a Kool Kid...

http://farm4.staticflickr.com/3746/13864051003_a820bcf2b8_o.png
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...professional hang glider tandem aerotow instructor like Zack Marzec could've handled it in his sleep and come out smelling like a rose.

http://4.bp.blogspot.com/-bRrpHNa68iY/UQ6Pv9gRZyI/AAAAAAAAjTg/Hc22bx5122Q/s2048/20943781_BG1.jpg
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Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/18 16:00:17 UTC
by Tad Eareckson
http://assets.publishing.service.gov.uk/media/542301d040f0b61346000bb7/Falcon_3_195_Hang_Glider_No_Reg_05-12.pdf
2012/05
Falcon (3) 195 Hang Glider - 2010
2011/10/28 12:49 UTC
Darley Moor Airfield, Derbyshire
(Lois Preston) Age - 16 years
13 dual aerotow launches
Pegasus Quantum 15-912
Information Source: Air Accidents Investigation Branch Field Investigation

Safety actions

The BHPA has initiated an in-depth review of aerotowing procedures and will be paying particular attention to the equipment being used and any special requirements for initial solo flights.

The BHPA is also reviewing its audit and inspection processes for aerotowing operations, to ensure that all the elements identified in the above review are regularly and thoroughly checked.
Great! So to date - ten days shy of nine years later there've been no revisions of SOPs, advisories, recommendations, revocations, suspensions, fines, reprimands, cautions for anything for anybody. Lois Preston was the sole individual who performed inadequately and we feel that her death and the disparagement of her ability to follow simple instructions constitute adequate discipline.
Further relevant actions
REALLY! I Thought the relevant actions cited just above were already miles above the normal call of duty.
Following this accident, the manufacturer of the towing aircraft reviewed the Glider Tug manual and has applied to the BMAA to remove the hang glider sustainable maximum speed requirement. This is to ensure there is no conflict between operating criteria in this manual and that contained in the BHPA Technical Manual, Section 2, Chapter 7 which covers aerotowing procedures for hang gliders.
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A statement requiring all aerotow operations to be in accordance with the BHPA aerotowing procedures will remain.
And keep continuing to yield better and better results. :D
Conclusions
I reached mine a long time ago - motherfuckers.
From shortly after takeoff, the hang glider did not maintain the correct position behind the towing aircraft and entered an increasing roll to the left.
And please continue not telling us ANYTHING about the maximum degree of roll on tow and altitude. And these are just "Conclusions" so it really wouldn't be appropriate to get into such details at this point.
It rapidly deviated from the desired flight path...
For whom? How do you know that this wasn't the flight path Lois desired? And one thing we know to a fair degree of certainty was that she wouldn't have elected to come off the tow at that point. When she did on her first and only other solo effort she blew tow when she chose to and recovered and landed smelling like a rose. And on this one the front end release was no way in hell survivable for her, Ryan Voight, Bo Hagewood, Jim Keen-Intellect Rooney, anyone subject to the laws of gravity.
...and, despite the tow line being released, resulted in a loss of control from which the student pilot did not recover.
Yeah. DESPITE the release. Just think how much uglier things could've gotten if any other option had been pursued.
A number of factors were identified that could have made it more difficult for the student pilot to maintain the correct towed position.
Total shit instruction and management of the operation of course not being amongst them.
The BHPA has initiated an in-depth review of aerotowing procedures and is also reviewing its audit and inspection processes.
Seems to have done a stellar job of covering its and everybody else's asses. My personal degree of admiration knows no bounds.
Footnotes:
Lois Preston. But really not for very long. Her name never even came up in the Zack Marzec mystery inconvenience fatality discussions which erupted just a little over fifteen months after this one. And just eight months after this report.

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/19 16:11:19 UTC
by Tad Eareckson
First glider wire alert:

http://ozreport.com/forum/viewtopic.php?t=25618
Training Fatality
David Williamson - 2011/10/29 09:55:27 UTC

It's been reported that a 16-year-old girl died from injuries sustained in a hanglider training flight crash at Judy and Chris's school in Derbyshire on Friday. It would probably have been a tow launch.
David is UK, Judy and Chris's school in Derbyshire is:

http://airways-airsports.com/
Airways Airsports

Judy is Judy Leden, Chris is Chris Dawes, it would probably have been a tow launch and not a blown cliff launch and it's hard to get killed doing a tow landing at an old bomber airbase in train flight conditions.

The chances that it wasn't Judy driving are roughly 0.000 percent but they've done a really great job of never - to this day - giving us any clues about the Instructor at launch, the Signallers to starboard at launch and a bit up ahead of the tug, any flyers or wuffos witnessing the flight.

A somewhat surprisingly long delay later:

http://ozreport.com/forum/viewtopic.php?t=25656
The young girl who died hang gliding solo
Davis Straub - 2011/11/02 15:59:52 UTC

It's been in the news on the Oz Report web page (Ashbourne, Derbyshire, United Kingdom)

Image

Article here:
http://www.dailymail.co.uk/news/article-2054990/Lois-Preston-16-dies-hang-gliding-crash-training-flight-Derbyshire.html
Lois Preston, 16, dies in hang gliding crash on training flight in Derbyshire | Daily Mail Online
http://www.dailymail.co.uk/news/article-2054990/Lois-Preston-16-dies-hang-gliding-crash-training-flight-Derbyshire.html
Lois Preston, 16, dies in hang gliding crash on training flight in Derbyshire | Daily Mail Online
Pictured: Girl, 16, who died after hang glider crashed on training flight

Lucy Buckland
UPDATED: 2013/02/04 18:05 UTC

This is the first picture of the 16-year-old girl who died after her hang glider plunged to the ground on a training flight.

Experienced pilot Lois Preston was taking part in the exercise at Ashbourne, Derbys, when her glider crashed on Friday afternoon.

She was rushed to hospital in Nottingham but died later from her injuries.

Before the flight Lois had tweeted: 'In a great mood!' She added the hashtag 'Couldn't be better'.

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Tragic death: Lois Preston (right) died after her hang glider plunged to the ground, friends said she was an experienced pilot

Experts are trying to piece together the cause of the crash as Lois, who had been hang gliding since she was 14, was well known in the community as being an experienced flyer.

Friends of college student Lois, of Warrington, Cheshire, wrote of their sadness on her Facebook page.

Lois's brother, Sam Preston, wrote: 'I miss you so much it kills me. I hope you know although I didn't say it much that I love you and I am extremely proud of you and all your accomplishments.

'You are the best sister a brother could ask for.'

Lawrie Noctor, an instructor at Airways Airsports, the company which operated the airfield where the tragedy took place, said: 'Such a talented young girl! I will eternally miss you and remember the great flying we have managed to do together!

'You will never be forgotten and will be on all of our thoughts. It was an absolute pleasure flying with you, keep thermalling high! Love to all the familly and friends.'

Lois had been hang gliding since she was 14. Her father, Mark, and brother were also learning to hang glide.

ImageImage
'One to watch': After getting a qualification in hang gliding Lois Preston was tipped for great success in the sport

After Lois passed a hang gliding qualification earlier this year Judy Heden, of Airways Airsports, said: 'It's quite common to see at least two of the Prestons thermalling above Darley Moor at any one time.

'Lois is already showing the signs of becoming a talented pilot - this girl is one to watch!'

Derbyshire Police are working with the Air Accidents Investigation Branch (AAIB) to determine the cause of the tragedy.

A spokesman for the AAIB said: 'Investigations continue today. The glider will be taken to AAIB headquarters in Farnborough.'

A member of staff at Airways Airsports, based at Darley Moor airfield near Ashbourne, said the company was unable to comment while the incident was under investigation.

Image
Invesigators at the site of tragic accident, which took place at Darley Moor near Ashbourne, Derbyshire
Note the "UPDATED" time stamp. (And there is no original time stamp. (But with the reference to "Friday afternoon"...)) Golly. I wonder if there was another fatal solo AT launch crash at another major AT operation somewhere that triggered an interest in reviewing and updating.

The tandem photo is Interlaken. (Good to see that she seems to be securely hooked in at this point.) And that face shot of her is probably from Interlaken - judging by the helmet.
Gordon Rigg - 2011/11/03 08:53:21 UTC

There are no details released about this accident yet and anything you read in the press is not necessarily accurate.
Lois was a vey talented young pilot, a natural - and she is a great loss.
My sympathy goes to her family and also everyone at the flight park who are long time friends of ours.
I will post when details of what caused the accident are released.

Gordon Rigg
Derbyshire UK
There are no details released about this accident...
There's no ANYTHING *RELEASED* about this accident from one single individual who was involved with or witnessed this "accident" - and never will be. We only know something happened 'cause somebody got fatally splattered and that brought emergency services and police into the picture. If Airways Airsports had thought they'd be able to get away with a Pat Denevan they'd have tried to pull a Pat Denevan.
...yet...
Yet? Quote me something from somebody subsequently.
...and anything you read in the press is not necessarily accurate.
Nah, let's wait until the AAIB can get in there, do a really thorough and proper investigation (which, since this involves a fatality, may take years (yes, years, I'm not kidding), then everything we read in the report will be necessarily accurate - to the full extent of necessity.
Lois was a vey talented young pilot, a natural - and she is a great loss.
And will be very sorely missed.
My sympathy goes to her family and also everyone at the flight park who are long time friends of ours.
- Who are we? Who's the group of "ours"?

- Why are we being so quick to extend our sympathy to everyone at the flight park before a full and accurate accounting is given? Or do you mean you're just extending sympathy to everyone at the flight park who our long time friends of "ours" and not to anyone who was at the flight park isn't also a long time friend of ours?
I will post when details of what caused the accident are released.
Good move. You certainly wouldn't wanna post anything at this time that might conflict with any details of what caused the accident are released. Best to first see how they've engineered the cover-up / disinformation effort and sync your comments accordingly. That way you minimize the chances that your home flying site will be sanctioned and sued out of existence and you earn the undying gratitude of the guilty parties.

There was never a subsequent post on this incident from Gordon Rigg, Derbyshire UK. Wassamattah dude? Couldn't think of a single nice thing to say? Figured they'd be more than eternally grateful to you for just keeping your mouth shut?

Re: 2011/10/28 Darley Moor Airfield crash

Posted: 2020/10/19 19:13:39 UTC
by Tad Eareckson
http://ozreport.com/forum/viewtopic.php?t=25656
The young girl who died hang gliding solo
Ridgerodent - 2012/03/04 01:09:13 UTC

It has been four months since Lois was killed. I've not seen a report here or anywhere Google leads me.
Well, now it's been just shy of nine years - and I think we're really starting to get somewhere on this one.
Jim Gaar - 2012/03/05 17:23:15 UTC

Stalking grisly facts to rub in one's face is SICK

Good Lord are you the internet Paparazzi?
Suck my dick, Rodie. And a sport that tolerates total scumbags of your ilk doesn't deserve continued existence.
Her death isn't anyone's business unless the family want's it to be.
Fuck the family and what it wants. Tell me the last time a family member followed up with anything and helped get a problem dealt with. About the only example I know of who comes anywhere close is Nancy Tachibana's boyfriend.
The facts are that she's dead.
Yeah, the whole world knew that a long time ago.
Anything you drag up won't make a bit of difference in anyone's life but yours maybe.
Thanks so much for speaking on behalf of the rest of the planet. Hard to think of anybody better qualified. And big shout-out to Davis for giving you a safe platform on which to run your stupid yap decade after decade.
Crawl back in your hole...
The holes are yours, Davis's, Jack's.
Bille Floyd - 2012/03/05 17:46:58 UTC

We Hang pilots like to Know , "How'd That Happen" , so we might possibly avoid it !!

Don't think the --..rodent-- meant anything by it .
Rodie isn't a hang - or any other kind of - pilot. Never has been, never will be. And yeah, Rodent meant what he said. And good thing there was somebody around to say it.
Jim Gaar - 2012/03/05 17:53:33 UTC

Rats dig a little too long and deep for me
I'd sure enjoy digging long and deep enough for you - and continuing on to the next logical step.
Well Billie I'm just going off RR's past thread writing.
Quote something - motherfucker.
Sure we want to "know" what happened. But do we need to tie it to something.
We know somebody died and that nobody's publicly reported anything to date - which is majorly telling. And yes - we ALWAYS need to tie it to something. For actual pilots anyway.
We fly.
We die.
You don't fly. But the second issue can't come soon enough for you to my liking.
Sometimes it's happens all at once. Is there always something to learn from it?
Yeah. Whom to hold responsible.
I say no...
Well that sure is good enough for me.

http://ozreport.com/forum/viewtopic.php?t=23813
Threaded bridle system
Jim Gaar - 2011/05/26 15:44:33 UTC

Beyond that I'm a Rooney follower...
Why don't go follow him now...

08-19
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To permanent hang and para gliding extinction.
PS Hope yur doing well there stiks!
Hope you're not - anywhere.
Bille Floyd - 2012/03/05 20:01:57 UTC

stiks! -- HA Funny !!
Brilliant I'd say. For Rodie anyway.
Anyway, i Learned that gravity can make some of the parts on Bille -- Break :( ; and if any knowledge can be had, even from my own crashes, i'll "try" to Not repeat it.
Yeah, we'd be totally moronic do keep making the same lethal mistakes over and over while expecting better results.
Ridgerodent - 2012/03/06 03:15:59 UTC
Jim Gaar - 2012/03/05 17:23:15 UTC

Good Lord are you the internet Paparazzi?
No, but I would like to know what went so wrong that Lois had to pay for it with her life.
http://ozreport.com/forum/viewtopic.php?t=30971
Zach Marzec
Jim Rooney - 2013/03/07 18:24:58 UTC

It's disgusting and you need to stop.
Perhaps nothing could be learned from this tragic event. Without a report how will we know ?
And WITH a report by paying close attention to everything they're not telling us - starting with the identities of involved and relevant individuals.
Jim Gaar - 2012/03/06 04:42:47 UTC

We do not need to know them all...
And didn't we demonstrate just how well we had our shit together when we elected you by an overwhelming majority to speak for us on our behalf.
Perhaps nothing could be learned from this tragic event.
Nothing we didn't know before, fer sure. So what we need to know is what happened and the names of the dickheads responsible so's we can deal with them accordingly.
That small amount of doubt should be all you need.
It should be but it's not. I'll decide what it is that I need. But thanks bigtime for your efforts on my behalf.
Unfortunately, there will be other accidents to dissect.
Who said anything about an accident?
Let this one go...
Why this one? 'Cause it was a sixteen year old girl and it will be harder to say something like:

http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Jim Rooney - 2011/09/02 19:41:27 UTC

Yes, go read that incident report.
Please note that the weaklink *saved* her ass. She still piled into the earth despite the weaklink helping her... for the same reason it had to help... lack of towing ability. She sat on the cart, like so many people insist on doing, and took to the air at Mach 5.
That never goes well.
Yet people insist on doing it.
When everyone and his dog knows:
Davis Straub - 2011/09/03 01:39:55 UTC

I think that I know the one that is being referred to.

The problem was an inexperienced female student put on a cart that had the keel cradle way too high, so she was pinned to the cart. The folks working at Lookout who helped her were incompetent.
And that was a warning shot to that little motherfucker so you might do well to consider at this time extracting your nose from his ass.
Jaco Herbst - 2012/03/06 06:08:18 UTC

oversensitive?
No, overly VILE - by a factor of ten.
Why let this one go?
'Cause a front ender can do no wrong - even if the victim as a sixteen - or eleven - year old hang gliding student - or tandem thrill rider. Fundamental tenet of our sport. Dates back to the early Eighties and Donnell Hewett.
I, for one, do not see anything wrong with RR's polite request.
Sicko motherfucker.
I think a fair amount of time has elapsed for it to be "dissected"
I think an extremely UNFAIR amount of time has elapsed.
I'm curious, too.
Normally that just kills cats.
-nd- - 2012/03/06 16:43:35 UTC

The BHPA investigates all accidents and publishes a report once the investigation has been completed and the facts checked.
And determined which facts most need to be distorted, misrepresented, subtly concealed, omitted.
Which implies that only current BHPA members will be able to access it.
...when it's completed - so feel free to check the site for updates.
Gimme your best guess as to what's taking so fucking long? Cite some other report documenting issues that weren't blindingly obvious to everyone and his dog three seconds prior to impact.
Until then, any gossip or speculation is unhelpful to anyone.
Cite some examples of gossip or speculation unhelpful to anyone that were soundly discredited when the official report was unveiled for the benefit of us muppets.

http://www.crestlinesoaring.org/node/1095
Las Vegas Accident | Crestline Soaring Society
Jeffw - 2015/03/30 18:28

Tragic for the 11 year old boy that was killed, and his family.
No spotter fro the tow truck driver? Driver with zero expeerience met in the parking lot?
No weak link? Homemade tow rig? no hock knife?
Previouse 2 "students: ended with broken legs/feet?
So poor kellY?!! are there not rules, guidlines, protocals? where they are broken? I am sick from the irresponsible recklessness of Kelly, and the death of the child. That is the only place my sympathy lies.
He didn't have a weak link 'cause the u$hPa definition of a weak link is a loop of fishing line that will break before you can get into too much trouble, he had a hock knife but not in his hand where he might have been able to use it. There was no spotter fro the tow truck driver, the driver WAS someone with zero expeerience met in the parking lot based upon his understanding of what was supposed to be happening and performance, the tow rig WAS homemade like all of them are (and homemade really well, as a matter o' fact), no discrediting of the comment regarding the previouse 2 "students...

And you can't say that that was unhelpful to ANYONE 'cause YOURS TRULY found it helpful as hell. Ditto for the fact that none of it was ever discredited.
Christian Williams - 2012/03/06 16:50:54 UTC

Isn't this one a little different from the rest? She was a student as I understand it, doing training flights. So the only thing to be studied is whether the instructor made mistakes.

Absent some terrible supervisor screw-up, it's such a miserable turn of fate I personally don;t feel inclined to probe.
This wasn't a turn of FATE. This was a fatality waiting to happen.
Ordinarily, I'd want to know everything.
Fuck anybody who doesn't wanna know everything pertaining to every serious incident.
All pain and no gain when luck runs out on a child...
Yeah. That was the problem. They were operating in LUCK mode when they put her up on a glider for which she fell way off the bottom end for her first AT solos.