Transcript Slide 1

One Great Soaring Day in July…
NTSB Identification: DEN05LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 09, 2005 in Moriarty, NM
Aircraft: Grob 103, registration: N916G
Injuries: 2 Uninjured.
New Mexico Glider Accidents
Type of Glider Accidents in New Mexico since 1962
Total: 54
In Flight - 6
(11%)
Take Off (before intended
release) - 11 (20%)
Airport Approach/Landing 13
(24%)
Forced Off-Field Landing 24
(45%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
New Mexico Glider Accidents
Type of Injuries Sustained in Glider Accidents in New Mexico since
1962
Total: 54
Involving Fatalities - 7
(13%)
Involving Serious
Injury - 14
(26%)
Involving No/Minor
Injury - 33
(61%)
Involving Fatalities
Involving Serious Injury
Involving No/Minor Injury
New Mexico Glider Accidents
Type of Glider Accidents with Fatalities in New Mexico since 1962
Total: 7
Take Off (before
intended release) - 0
(0%)
In Flight - 3
(43%)
Airport
Approach/Landing - 3
(43%)
Forced Off-Field
Landing - 1
(14%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
New Mexico Glider Accidents
Type of Glider Accidents Resulting in Serious Injuries in New Mexico
since 1962
Total: 14
In Flight - 2
(14%)
Take Off (before
intended release) - 2
(14%)
Airport
Approach/Landing - 4
(29%)
Forced Off-Field
Landing - 6
(43%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
New Mexico Glider Accidents
Type of Glider Accidents Resulting in No/Minor Injuries in New
Mexico since 1962
Total: 33
In Flight - 1
(3%)
Airport
Approach/Landing - 5
(15%)
Forced Off-Field
Landing - 18
(55%)
Take Off (before intended release)
Take Off (before
intended release) - 9
(27%)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
New Mexico Glider Accidents
Relative Risk of Injury Based on Type of Accident
55
60
Percentage
50
45
43
43
43
40
30
27
20
20
29
24
15
14
14
11
14
10
3
0
0
Take Off (before
Airport
Forced Off-Field
intended release) Approach/Landing
Landing
In Flight
Type of Accident
% of Total
% of Fatalities
% of Serious Injury
% of No/Minor Injury
New Mexico Glider Accidents
Accidents by Type of Flying Operation
(the last line indicates number of cases available with detailed data on pilot's glider
experience and their combined average)
Total: 54
(26 with an average of 547h of pilot experience in gliders)
Solo Student - 5
(9%)
1 with avg. 9h
Soaring Competition
Flying - 8
(15%)
5 with avg. 993h
Cross Country Flying
(No Competition) - 17
(31%)
9 with avg. 630h
Local Flying - 1
(2%)
no details
Dual Instruction - 2
(4%)
no details
Regular Airport Take
Offs & Landings - 21
(39%)
11 with avg. 325h
Solo Student
Dual Instruction
Regular Airport Take Offs & Landings
Local Flying
Cross Country Flying (No Competition)
Soaring Competition Flying
New Mexico Glider Accidents
Type of Glider Accidents since 1982
(excluding the last accident - no experience data)
Total: 26
In Flight - 3
(12%)
Take Off (before
intended release) - 5
(19%)
Airport
Approach/Landing - 6
(23%)
Forced Off-Field
Landing - 12
(46%)
Take Off (before intended release)
Airport Approach/Landing
Forced Off-Field Landing
In Flight
New Mexico Glider Accidents
Experience of Pilots Involved in Glider Accidents
(since 1982, excluding the last accident - no experience data)
Total Number of Accidents: 26
Average Pilot Experience in Gliders: 547 hours
> 1000 hours - 4
(15%)
Student Pilot - 1
(4%)
< 100 hours - 7
(26%)
500 - 999 hours - 5
(19%)
100 - 499 hours - 10
(36%)
Student Pilot
< 100 hours
100 - 499 hours
500 - 999 hours
> 1000 hours
New Mexico Glider Accidents
Experience of Pilots Involved in Take-Off Accidents
(before intended release - since 1982, excluding the last accident)
Total: 5
> 1000 hours - 0
(0%)
500 - 999 hours - 1
(20%)
Student Pilot - 0
(0%)
< 100 hours - 2
(40%)
100 - 499 hours - 2
(40%)
Student Pilot
< 100 hours
100 - 499 hours
500 - 999 hours
> 1000 hours
New Mexico Glider Accidents
Experience of Pilots Involved in Airport Approach/Landing Accidents
(since 1982)
Total: 6
Student Pilot - 0
(0%)
> 1000 hours - 1
(17%)
< 100 hours - 1
(17%)
500 - 999 hours - 1
(17%)
100 - 499 hours - 3
(49%)
Student Pilot
< 100 hours
100 - 499 hours
500 - 999 hours
> 1000 hours
New Mexico Glider Accidents
Experience of Pilots Involved in Forced Off-Field Landing Accidents
(since 1982)
Total: 12
> 1000 hours - 3
(25%)
500 - 999 hours - 2
(17%)
Student Pilot
< 100 hours
Student Pilot - 1
(8%)
< 100 hours - 2
(17%)
100 - 499 hours - 4
(33%)
100 - 499 hours
500 - 999 hours
> 1000 hours
New Mexico Glider Accidents
Experience of Pilots Involved in In-Flight Accidents
(since 1982)
Total: 3
Student Pilot - 0
(0%)
> 1000 hours - 1
(33%)
< 100 hours - 1
(34%)
500 - 999 hours - 1
(33%)
Student Pilot
< 100 hours
100 - 499 hours
100 - 499 hours - 0
(0%)
500 - 999 hours
> 1000 hours
New Mexico Glider Accidents
Contributing Causes of Glider Accidents
60
All Types of Accidents
54
(100%)
Low Turn
Spin/Stall
50
Avoiding Obstacle
Hitting Obstacle
40
30
20
10
Pilot's Physical Condition
Mid-Air
27
(50%)
High Winds/Gusts/Turbulence
21
19
(39%)
(35%)
10
(19%)
8
9
(15%) (17%)
Deteriorating Weather
13
(24%)
3
(6%)
0
7
(13%)
2
2
(4%)
(4%)
0
Tow Rope Break
11
(20%)
2
1 (4%)
(2%)
Emergency Release
High Speed Low Pass
Unintentional Ground Loop
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
Other
New Mexico Glider Accidents
Contributing Causes of Take-Off Accidents
12
11
(100%)
All Take-Off Accidents
Low Turn
Spin/Stall
10
Avoiding Obstacle
7
(64%)
8
6
4
2
4
(36%)
Hitting Obstacle
Pilot's Physical Condition
Mid-Air
5
(45%)
5
(45%)
High Winds/Gusts/Turbulence
4
(36%)
Deteriorating Weather
Tow Rope Break
2
(18%) 1
(9%)
2
2
(18%)(18%)
2
(18%)
Emergency Release
High Speed Low Pass
Unintentional Ground Loop
0
0
0
0
0
0
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
Other
New Mexico Glider Accidents
Take-Off
•
•
•
•
11 take-off accidents reported
7 (64%) involved an emergency release
5 (45%) involved hitting an obstacle.
4 (36%) involved a low turn leading to:
– 3 ground loops due to a wing impacting the ground.
– 1 stall.
• 2 (18%) a tow rope break
• 2 (18%) Pilot Induced Oscillation or porpoising.
New Mexico Glider Accidents
Contributing Causes of Airport Landing Accidents
14
13
(100%)
All Airport Landing Accidents
Low Turn
Spin/Stall
12
Avoiding Obstacle
Hitting Obstacle
10
Pilot's Physical Condition
6
4
2
Mid-Air
6
(46%)
8
2
2
(15%)(15%)
High Winds/Gusts/Turbulence
4
(31%)
1
(8%)
Deteriorating Weather
2
(15%)
2
(15%)
3
(23%)
Tow Rope Break
2
(15%)
Emergency Release
High Speed Low Pass
Unintentional Ground Loop
0
0
0
0
0
0
0
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
Other
New Mexico Glider Accidents
Airport Approach/Landing
• 13 airport approach/landing accidents
reported.
• 3 (23%) involved a low turn leading in all
cases to a ground loop due to a wing
impacting the ground.
• 4 (31%) involved a stall/spin.
• 2 (15%) involved a low pass.
New Mexico Glider Accidents
Contributing Causes of Off-Field Landing Accidents
25
24
(100%)
All Off-Field Landing Accidents
21
(88%)
20
Low Turn
Spin/Stall
Avoiding Obstacle
16
(67%)
Hitting Obstacle
Pilot's Physical Condition
15
Mid-Air
7
(29%)
10
High Winds/Gusts/Turbulence
8
(33%)
Deteriorating Weather
5
(21%)
5
2
(8%)
Tow Rope Break
5
(21%)
1
(4%)
0
0
0
0
0
1
(4%)
Emergency Release
2
(8%)
0
High Speed Low Pass
Unintentional Ground Loop
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
Other
New Mexico Glider Accidents
Off-Field Landings
• 24 forced off-field landings reported.
• 23 (96%) involved avoiding or hitting an
obstacle.
• 5 accidents (21%) involved a stall/spin.
– 4 were triggered by an attempt to avoid an
obstacle.
– 1 was triggered by loss of lift due to wind
gusts/turbulence.
New Mexico Glider Accidents
Contributing Causes of In-Flight Accidents
6
(100%)
All In-Flight Accidents
6
5
(83%)
5
Low Turn
Spin/Stall
Avoiding Obstacle
Hitting Obstacle
4
Pilot's Physical Condition
Mid-Air
3
High Winds/Gusts/Turbulence
2
(33%)
Deteriorating Weather
Tow Rope Break
2
1
(17%)
1
(17%)
Emergency Release
High Speed Low Pass
1
Unintentional Ground Loop
0
0
0
0
0
0
0
0
0
0
0
0
Intentional Ground Loop
Pilot Induced Oscillation/Porpoising
Contributing Causes
Other
New Mexico Glider Accidents
In-Flight
• 6 in-flight accidents reported.
• 2 (33%) involved ground impacts during ridge soaring.
– 1 was caused by a stall in turbulence close to the ground with
insufficient altitude to recover.
– 1 was caused by distraction and a turn in an attempt to watch
deer.
• 1 involved the impact on an elevated mesa after take off
and retraction of engine.
• 1 involved a bail-out triggered by loss of control of the
glider due to jammed controls.
• 1 involved an unexplained straight dive into the ground
after tow release at designated altitude.
• 1 was caused by structural failure of a glider prototype in
flight.
New Mexico Glider Accidents
High Winds/Gusts/Turbulence
• Contributed to 6 of 13 (46%) reported
airport approach/ landing accidents.
• Contributed to 8 of 24 (33%) forced offfield landings.
• Contributed to 4 of 11 (36%) take off
accidents.
New Mexico Glider Accidents
Moriarty’s Recent Statistics
• 3 of the 4 glider accidents reported in New
Mexico (or 75%) over the last 3 years.
• 2 involved take off emergencies with early
release due to wind gusts/turbulence and a
subsequent ground loop due to a low turn and a
wing impacting the ground.
• 1 occurred during final/touch down and involved
a stall probably caused in part by wind
gusts/turbulence and resulted in serious injury of
the pilot.
Could It Happen to You?
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•
•
•
•
•
•
•
•
•
You are in your Discus 2 (stall speed: 38 kts)
Wind: 125 degrees @ 18 kts
You are taking off on a tow form Runway 8 (not 26!)
A sudden turbulence catches your glider and snaps the
tow rope
You are close to the end of the runway
Your left wing dropped a bit
Altimeter reads 6410 feet
IAS reads just above 40 kts
What would you do?
How long did it take you to decide?
The End of Runway 8
Are you still sure that is exactly what you would want to do?
Have you heard of them?
Helmut Reichman - Pioneer of modern cross-country flying,
author of the bible of cross-country flying “Cross-Country
Soaring”. 3 time World Champion, multiple German Champion
and co-founder of the Barron Hilton Cup soaring competition
involving the best glider pilots in the world.
Klaus Holighaus - Owner & manager of Schempp-Hirth,
designer of the Cirrus, Standard-Cirrus, Janus, Nimbus1/2/3/3D/4/4D, Ventus1/2, Discus and Duo-Discus gliders. 3
time European & 6 time German Champion, finished in the top
rankings of all 9 World Championships he has competed in, 16
World Records.
Gilbert Gerbaud - 1993 15m World Champion as well as
European and French Champion. French Record Holder.
Nobody is perfect…
Helmut Reichman - was killed in 1991 at the age of 40 in a
mid-air collision in Southern France after returning from a
successful cross-country flying lesson with pilots from the
German Junior National Team.
Klaus Holighaus - Lost his life in August 1994 at the age of 54
in a fatal gliding accident in the Swiss Alps during one of his
(non-competition) cross-country flights. At the time of his death,
Klaus Holighaus had logged 8,168 hours in gliders.
Gilbert Gerbaud - Was killed here in New Mexico in 2001
(after 5430 hours in gliders) together with another very
experienced pilot (3249 hours in gliders) in a Nimbus 3DM in a
fatal accident at the beginning of a (non-competition) crosscountry flight near Alamogordo.
Have you heard this before?
"The most dangerous part of gliding
is driving to the airport“
• I did, the first time when I started gliding in Germany in 1991.
• In fact, I made a similar comment to one of the visitors that were
asking me about gliding while doing Ops on July 9th, 2005 - the day
of the Grob accident…
"The most dangerous part of gliding
is driving to the airport“
Bruno Gantenbrink, 1989 15m World Champion and multiple European &
German Champion, decided, that for a presentation for the celebrations of
the 51. German Soaring Day in 1993, he’d have a closer look at this
statement for himself (quote):
“To do this I have made up three lists. The first list is the names of
comrades that I have lost in flying. The second list is the names of friends
that I have lost through accidents on the way to the airport either in a car or
on a bicycle. And finally, to make the picture complete, the third list
contains the names of glider pilot friends that I have lost in any kind of
traffic accident anywhere.”
"The most dangerous part of gliding
is driving to the airport“
This is what Bruno Gantenbrink found out for himself in 1993 (quote):
“The first list, of friends lost flying, contains about 30 names. ...”
“Now the second list: there is no one. I haven't lost any friends on the way
to the airport. And I was somewhat surprised to find that for me, the third list
of pilot friends whom I have lost in traffic accidents is also empty.
In the last 20 years we have lost 3 world champions … from the total of
approximately 30 world champions. In the last ten years, we have lost three
former German national champions out of the less than 30 we have ever
had. It would appear that I have about a 10% chance of joining them.”
I’ll leave you with some of Bruno’s further reflections (quote):
“Gliding is more dangerous than anything else that I do or know about in my life. Why
don't I quit? A good question. One reason I don't quit is because it affords me more fun
and pure joy than anything else I could imagine.
There is a second reason which is more decisive and that's why I'm giving this talk. I
believe that gliding is not intrinsically dangerous. It is the way it is practiced that makes
it so. It could be much less dangerous if we were more aware of its dangers and
behaved accordingly. Sadly, we don't do this. I am very aware of how dangerous
gliding is and take care to act on this awareness. Because of this, I hope to beat the
odds. If I didn't have this hope, if gliding were as dangerous as the odds make it
appear, then I would quit immediately.
Almost all the soaring friends I have lost, have been killed due to "pilot error". Some of
these errors have been silly little things, the simplest kinds of carelessness with fatal
consequences. They died because at the critical moment, something else was more
important than flight safety.
If soaring is to become less dangerous than it is today, simply taking different
precautions won't do any good. The basic attitude must change. And the attitude can
only change when we realistically evaluate the danger every time we fly. That is why I
have fought against the thoughtless use of the saying that "the most dangerous part of
gliding is driving to the airport.“”