Summer and fall of 2020 brought the usual variety of reported accidents. We currently sit at 85 reported accidents (64 paragliding and 21 hang gliding) for the year, which we know is far lower than the actual total number of accidents and incidents that occurred. As a result of the pandemic, we also know we have had fewer flight hours this year than previously.
We appreciate the reports that were filed and continue to encourage pilots to submit reports even if they are filed months after the event. We try to follow up and interview each person who filed an incident report. The information from interviews helps
us understand the details for each accident and hopefully spot trends or common errors we can share with the flying community.
Notable trends during the time period above include mid-airs, low maneuvering, blown launches and landings, and training hill injuries.
Mid-airs
The usual crowded ridge soaring sites were the locations of the majority of mid-airs. Generally, the pilots were challenged with poor visibility and had a lack of traffic awareness. It is notable that the reported mid-airs occurred among all experience levels ranging from new students to P3 and P4 pilots with decades of experience. Crowding was not actually a factor in some cases. Mid-airs appear to be just as frequent when there are only a few pilots flying. This serves as a good reminder for pilots to continuously look all around throughout their flight. One good exercise is to count the number of pilots flying. If you are unable to count because there are so many, it is often advisable to fly elsewhere or land.
Low Maneuvers
Both pilots with as much as 20 years experience and pilots in the first month of flying found themselves in trouble by making low turns. Reasons for these turns varied from wanting to catch an elusive thermal to a pilot daring to do a first 360 when not high enough. During the season, we had regular reports of incidents resulting from these types of lapses in judgment. In cases where there were trees, the pilots often escaped unscathed; in places with no trees, the injuries were sometimes serious. Whether we are fledglings or veterans, a last-minute decision is usually a bad decision. The decision to do a circle is a life choice, and all pilots would do well to seriously consider their situation before attempting them. The smaller the hill (less altitude) and the greater the wind, the less appropriate it is to circle.
Blown Launches and Landings
Even with the lower flight time of 2020, there have been several takeoff and landing accidents, some resulting in injuries. This phase of flight continues to be our highest accident category. Misreading the conditions, attempting to launch or land with poor skills, and flying beyond one’s capabilities are typical reasons for these incidents. Before each flight, you need to make safe decisions about the site, the conditions, and your capabilities. You should always be prepared to pack up if conditions are not good for you and your ability. We all know there is some pressure to fly especially after all the preparations to get to launch, but we cannot let that pressure keep us from making safe decisions. In this sport, there is no shame in calling it and packing up. Strong launch and landing skills in various conditions are needed in preventing these types of accidents. Practice these skills as much as possible. If you’re not sure how to get started, connect with an instructor and get out to the training hill.
Training Hill
There were a handful of reported training hill injuries for pilots in their first few days of flying. Incidents ranged from wrist injuries to ankle injuries with very few that were more serious. This low incident rate speaks to the thoughtfulness of most instructors. It also highlights that instructors and students alike should aim toward conducting operations when there is a slight breeze as wind tends to lower the speeds at which students travel—low wind, lack of experience, and bad luck can combine to put a beginner in a challenging situation. Also, when students spend time in a simulator they tend to perform better on the training hill, so simulators are naturally very valuable.
We are aware that readers appreciate detailed reports. We apologize for not providing more of them. With more time and the help of our new volunteer, we will hopefully be able to provide detailed reports a little more regularly. In the meantime, here are some individual accidents and incidents which can teach us some valuable lessons:
- A pilot who chose to fly alone and didn’t own an emergency locator DID make a call before flying to a person who was supposed to start searching if the pilot didn’t check in at sunset. This proved to be super important as the pilot suffered a concussion and an injury during launch, and wouldn’t have been found otherwise.
- A paragliding student who couldn’t get comfortable in the harness after takeoff managed to dislodge their reserve. When it subsequently fell out at low altitude, the pilot suffered some injuries requiring medical attention. Time spent hanging in a simulator is always worthwhile. Pilots should be able to transition from running mode to comfortable flying mode without losing contact with the brakes. That means that the harness will need to be precisely adjusted and, in many cases, the use of a kick in strap (aka stirrup) should be considered.
- Despite strong conditions and recommendations not to fly, a paraglider took off anyway and navigated poorly such that the pilot was blown into the rotor. The pilot was extremely low and suffered some low deflations, followed by a landing that resulted
in nerve damage. When our peers discourage us from flying, we should take it to heart. Paragliders are the second slowest aircraft in the world next to a hot air balloon, and they don’t fly at all when they enter rotored air (though they may remain inflated). We enjoy so many benefits from portability to ease of use to exceptional climbing, but we have to embrace the downside including extremely low top speed.
- A low-airtime hang glider pilot encountered turbulence during final approach and allowed the glider to balloon up during the round out to flare. The pilot subsequently pulled in and could not flare the glider. The pilot impacted the ground resulting in a broken arm. We all have heard that speed is our friend on approach. This is true, especially when encountering turbulence, as the glider has a better margin above stall and better maneuverability when it has speed. Hand transition to down tubes, round out, and flare timing are critical, but as you carry extra speed from approach you may need some delay to let the speed bleed before initiating your flare (push up). If you misjudge this early you will balloon. In most cases, once you have flared you should never take it back by pulling in—there is just not enough altitude to get it flying and leveled off again.
- An H3 pilot was flying a mountain site for the second time that day. Conditions were hot and light, and the pilot had a weak run and stalled the glider during launch causing a wing to drop and ground loop into the bushes. Fortunately, the pilot was not injured. The pilot may have had some fatigue due to hot conditions and this being their second launch of the day. Hot and light conditions on launch can be tricky. You need a very strong run to get to safe flying speed. Correct pitch attitude is also key. You cannot force a takeoff if the glider is not flying yet.
- A rigid wing pilot was flying a cliff launch site. Conditions were straight in, but wind was decreasing to around 5 mph; previous launches the day before were in stronger wind, at around 10-15 mph. This lighter wind led to the pilot misjudging their launch technique—the pilot launched with few steps as if it were a stronger wind and stalled. The glider dropped and hit the trees just below launch. Fortunately, the pilot was not hurt, but the glider was damaged. As pilots, we need to constantly evaluate the wind, especially just prior to launch. We need to have a plan on how to safely launch for the given conditions. When the winds are light, we need a stronger launch with sufficient forward speed to get the glider flying as we leave the ramp.