Kudos to Brian, Sparky, Bob and everyone else who made the High Rock
party such a success. Sorry I was responsible for putting a damper
on the general euphoria with the primo flying conditions Sunday.
I launched about 1045 with excellent launch assistance from Bacil and
another experienced pilot whom I recognized from Hyner (white
"Beard"); Linda B. was on my keel. Found plenty of lift and got to
800 over, but went out to land after 25 minutes or so because I had
launch director duty. I had so much altitude that I took quite
awhile to get down in the buoyant air, which gave me plenty of time
to inspect the wind indicators. The big arrow with the twirly wind
toy on it's tail was pointing straight NW along the long axis of the
field alternating with a bit of left/west cross. The streamers on
the cone were showing either cross or SE, which I take to mean that
the field had gone thermic.
After circling over the NW end of the field, loosening VG, unzipping
and going to an upright, one-up-and-one-down flying stance, I entered
left downwind at about 300 feet, turned base through the slot in the
trees. I favored the right side of the field on final, with a view
to angling catty-corner to the west. After going to both hands on
the uprights on final with about 50 feet altitude, I got turned to
the right. I will always wonder whether I could have averted the
crash with an early, maximum effort control input to the left. In
the event, my control authority from the downtubes was insufficient,
and I ended up angling into the trees to right of the LZ with wings
level, impacting perhaps 20 feet up and then falling. I must have
gotten slow after going to both hands on the downtubes (it generally
requires an arched-back effort to hold in good speed in that
configuration).
I vaguely remember lying there for a period "resting" before making
the effort to stand up, unhook, get out of my harness, take off my
helmet. (These memories are somewhat uncertain, so corrections by
first responders are welcome.) Linda Baskerville arrived and asked
whether she should cancel the ambulance; I sat down on an ice chest
and said I wanted to sit and think about it. Linda and Joe Schad
(sorry, Joe, I don't remember your face in the movie, but I think you
landed right after me...) retrieved my water bottle and cell phone
from my harness and it seems like the ambulance arrived very quickly
thereafter. Thanks to everyone for your caring, competent aid.
Injuries include scratches on my left arm, a bloody bump on the back
of my head (the helmet has a baseball-sized round crack in the back)
and a lot of soreness and stiffness in my left rib cage, lower back
and neck. The Montgomery County ER kept me for 4 hours and ran x-
rays, CT scans (looking for ruptured spleen) and a head MRI with
injection of iodine. (Apologies to anyone more knowledgeable if I
have this garbled.) No intracranial bleeding was found. I was able
to drive home (didn't rub the ER doctor's nose in that one), but I
did have some issues with stereoscopic vision when attempting to read
newsprint (had to close one or the other eye) or shifting focus from
the road to the speedometer, etc. This seems to have cleared up this
morning. So I seem to have gotten off relatively lightly in terms
of personal injury for what should have been a preventable crash.
Many thanks to Brian for sacrificing his flying to come and sit with
me in the ER until Sallie arrived.
The glider is another story. Many thanks to Cragin (and others?) for
packing up the wreckage and transporting it to Manquin for evaluation
and possible repair. I'm told there's a broken leading edge (or two)
and keel, plus sail tears.
Lessee, what's supposed to go in an accident report? I'm a 54-year-
old H3 with 85 hours logged over almost five years, a fairly regular
weekend warrior with 13 hours so far this calendar year. Most recent
previous flight was also at High Rock on 2 August. Glider is a Wills
Wings U2 160 which I have been flying for exactly one year. WW Z5
harness and an Icaro full-face helmet.
It has occurred to me that I may fill the post-healing/no hang-glider
period with renewed emphasis on getting qualified on my paraglider,
but I'm determined to get back on the horse that threw me...
Hugh
Hugh's crash
Moderator: CHGPA BOD
-
hang_pilot
- Posts: 662
- Joined: Thu Jan 06, 2005 11:13 pm
- Location: Tallahassee, FL
Hi, Hugh-
Sorry to hear about your close encounter with the trees and glad you're essentially o.k.! Thanks for posting your recollections of what happened. I hope you'll also complete USHGA's online accident form so people off this list can also benefit from you experience: http://www.ushga.org/emailacc.asp
I've been kiting fairly often. Let me know when you're up to going.
~Daniel
Sorry to hear about your close encounter with the trees and glad you're essentially o.k.! Thanks for posting your recollections of what happened. I hope you'll also complete USHGA's online accident form so people off this list can also benefit from you experience: http://www.ushga.org/emailacc.asp
I've been kiting fairly often. Let me know when you're up to going.
~Daniel
HR Approaches
I'm glad you're okay Hugh. Here's a couple of pointers I've gotten on HR approaches over the years. These don't necessarily relate to your accident. One is to to the Christy Apporach, named, of course, for Christy Huddle. The cut-out slot is there for emergencies. If you are coming through the cut-out slot and you are below tree level, then you are too low on your base and could get hurt if you slip during your turn to final. I saw a few of these approaches on Sunday. It's better to do as Christy does and use the whole field. On base come in over the small strip of trees that extend SW of the cut out. You'll have another hundred feet or so of LZ for landing and hopefully avoiding the Whack Dip.
The second thing is to execute your turn onto final before reaching the middle (centerline of the field). When it's blowing from the west, your speed plus the tail wind on base can push you into the trees on the east side of the field, especially if you do a slipping turn or a slow turn and the wind pushes the underside of the glider.
The third thing is to always line up final straight down the middle of the field after turning from base, especially when it's switchy. It's a narrow field. I see a lot of people come in on final and drift over towards the trees on the west side, a few even boucing off the trees when flaring or rolling into them after an emrgency flare or coming within inches of the trees. Don't try to make a diagonal approach. Imagine a line running down the middle of the field and stay on course on that line. The old adage works, you'll go where you look. So stay focused on the imaginary line. You may be turned slightly when you flare. But this is no big deal. And like being able to launch in up to a 30 degree cross, I feel we should be able to land in a 30 degree cross.
Hope this helps someone. If anyone else has tips, please share them.
Matthew
The second thing is to execute your turn onto final before reaching the middle (centerline of the field). When it's blowing from the west, your speed plus the tail wind on base can push you into the trees on the east side of the field, especially if you do a slipping turn or a slow turn and the wind pushes the underside of the glider.
The third thing is to always line up final straight down the middle of the field after turning from base, especially when it's switchy. It's a narrow field. I see a lot of people come in on final and drift over towards the trees on the west side, a few even boucing off the trees when flaring or rolling into them after an emrgency flare or coming within inches of the trees. Don't try to make a diagonal approach. Imagine a line running down the middle of the field and stay on course on that line. The old adage works, you'll go where you look. So stay focused on the imaginary line. You may be turned slightly when you flare. But this is no big deal. And like being able to launch in up to a 30 degree cross, I feel we should be able to land in a 30 degree cross.
Hope this helps someone. If anyone else has tips, please share them.
Matthew
-
Paul Tjaden
- Posts: 398
- Joined: Tue Feb 08, 2005 10:28 pm
Hugh's crash
I'm with Steve on this one. It's fine to make certain your legs are free to get out of the harness but you should always keep more or less prone and both hands on the base tube until you go on short final. Then I like to keep one hand on the base tube and one on the down tube until I'm in ground effect and only then switch to both hands up. Besides the lessened control with both hands up, It's impossible to pull in enough to keep adequate speed. For mid day conditions, you really need to burn it in.
?
Paul T.
?
BTW, Hugh....I'm REALLY glad you're not seriously injured. Lauren and I wish you a quick recovery from your aches and pains. Hope you take these comments as well intentioned.
?
Paul T.
?
BTW, Hugh....I'm REALLY glad you're not seriously injured. Lauren and I wish you a quick recovery from your aches and pains. Hope you take these comments as well intentioned.
The following technique may be obvious to many pilots. I always try to fly upwind of the field and determine if there will be lift or sink over the LZ.
Sometimes I can use this information to speed up or delay my descent and avoid landing as a thermal is breaking off. This is a good idea, but doesn't always work.
For example, yesterday, it didn't work for me. I thought I knew what to expect in the LZ, but the streamers were conflicting (similat to what Hugh described) and I had to make two high-banked turns and dive through a bunch of lifting air .. while flying tandem. Because I was doing a wheel landing, I stayed on the basetube ... and had adequate control. This was at 6pm.
Cumberland Fairgrounds or Hyner LZ can be equally difficult in mid-day conditions.
Sometimes I can use this information to speed up or delay my descent and avoid landing as a thermal is breaking off. This is a good idea, but doesn't always work.
For example, yesterday, it didn't work for me. I thought I knew what to expect in the LZ, but the streamers were conflicting (similat to what Hugh described) and I had to make two high-banked turns and dive through a bunch of lifting air .. while flying tandem. Because I was doing a wheel landing, I stayed on the basetube ... and had adequate control. This was at 6pm.
Cumberland Fairgrounds or Hyner LZ can be equally difficult in mid-day conditions.
'Spark
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Paul Tjaden
- Posts: 398
- Joined: Tue Feb 08, 2005 10:28 pm
Hugh's crash
In a message dated 8/22/2005 10:15:27 A.M. Eastern Standard Time, BagPipeFlyer@hotmail.com writes:
Spark is "right on" with this comment. You could probably add Fisher Road, Woodstock and others to this list. Even Ridgely with it's drainage ditches, fuel tanks, hangers, radio tower's, and wind sock pole?is very much a restricted LZ.?Interesting that many people are concerned about going XC because they will have to land somewhere other than the primary LZ they are familiar with and yet, in my experience, the LZ's I choose when flying XC are?usually larger and safer than many of our primary LZ's. Maybe that's why I choose to nearly always go XC. I'm too big of a coward to land cross wind in an LZ surrounded with trees.
?
Gawd.....I'm such a tow head!
?
Paul
Cumberland Fairgrounds or Hyner LZ can be equally difficult in mid-day conditions
Spark is "right on" with this comment. You could probably add Fisher Road, Woodstock and others to this list. Even Ridgely with it's drainage ditches, fuel tanks, hangers, radio tower's, and wind sock pole?is very much a restricted LZ.?Interesting that many people are concerned about going XC because they will have to land somewhere other than the primary LZ they are familiar with and yet, in my experience, the LZ's I choose when flying XC are?usually larger and safer than many of our primary LZ's. Maybe that's why I choose to nearly always go XC. I'm too big of a coward to land cross wind in an LZ surrounded with trees.
?
Gawd.....I'm such a tow head!
?
Paul
Hugh's crash
Actually, the USHGA accident committe reads and compiles directly off this
list (and this list only), but a little redundancy is a good thing. Keep
filing the official reports!
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005, hang_pilot wrote:
>
> Hi, Hugh-
>
> Sorry to hear about your close encounter with the trees and glad you're essentially o.k.! Thanks for posting your recollections of what happened. I hope you'll also complete USHGA's online accident form so people off this list can also benefit from you experience: http://www.ushga.org/emailacc.asp
>
> I've been kiting fairly often. Let me know when you're up to going.
>
> ~Daniel
>
list (and this list only), but a little redundancy is a good thing. Keep
filing the official reports!
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005, hang_pilot wrote:
>
> Hi, Hugh-
>
> Sorry to hear about your close encounter with the trees and glad you're essentially o.k.! Thanks for posting your recollections of what happened. I hope you'll also complete USHGA's online accident form so people off this list can also benefit from you experience: http://www.ushga.org/emailacc.asp
>
> I've been kiting fairly often. Let me know when you're up to going.
>
> ~Daniel
>
-
hepcat1989
- Posts: 684
- Joined: Thu Jan 06, 2005 11:15 pm
Hugh's crash
Thanks for all the well wishes AND for the helpful advice. - Hugh
On 22 Aug 2005, at 10:10, Tjadenhors@aol.com wrote:
>
> I'm with Steve on this one. It's fine to make certain your legs are
> free to get out of the harness but you should always keep more or
> less prone and both hands on the base tube until you go on short
> final. Then I like to keep one hand on the base tube and one on
> the down tube until I'm in ground effect and only then switch to
> both hands up. Besides the lessened control with both hands up,
> It's impossible to pull in enough to keep adequate speed. For mid
> day conditions, you really need to burn it in.
>
> Paul T.
>
> BTW, Hugh....I'm REALLY glad you're not seriously injured. Lauren
> and I wish you a quick recovery from your aches and pains. Hope
> you take these comments as well intentioned.
>
On 22 Aug 2005, at 10:10, Tjadenhors@aol.com wrote:
>
> I'm with Steve on this one. It's fine to make certain your legs are
> free to get out of the harness but you should always keep more or
> less prone and both hands on the base tube until you go on short
> final. Then I like to keep one hand on the base tube and one on
> the down tube until I'm in ground effect and only then switch to
> both hands up. Besides the lessened control with both hands up,
> It's impossible to pull in enough to keep adequate speed. For mid
> day conditions, you really need to burn it in.
>
> Paul T.
>
> BTW, Hugh....I'm REALLY glad you're not seriously injured. Lauren
> and I wish you a quick recovery from your aches and pains. Hope
> you take these comments as well intentioned.
>
-
batmanh3
Hugh's crash
They tell you to pick a nice leafy one, but mine was a solid trunk,
which I impacted a la George of the Jungle. I hereby christen it
"The Tree". There was the bonus of a rockpile or fence to fall onto.
So why didn't you come on out - didn't want to be tempted to fly? - Hugh
On 22 Aug 2005, at 11:41, batmanh3 wrote:
>
> Glad to hear you are alright Hugh. I was safely at a office picnic
> and then safely on my couch on Sunday. Lots of trees at the
> picnic, but I wasn't in them! :DBatman
>
>
>
>
which I impacted a la George of the Jungle. I hereby christen it
"The Tree". There was the bonus of a rockpile or fence to fall onto.
So why didn't you come on out - didn't want to be tempted to fly? - Hugh
On 22 Aug 2005, at 11:41, batmanh3 wrote:
>
> Glad to hear you are alright Hugh. I was safely at a office picnic
> and then safely on my couch on Sunday. Lots of trees at the
> picnic, but I wasn't in them! :DBatman
>
>
>
>
-
batmanh3
-
hepcat1989
- Posts: 684
- Joined: Thu Jan 06, 2005 11:15 pm
Glider Size
A contributing factor may be glider size. Hugh, at about 170lbs, is at the bottom edge of the optimum pilot weight range for the U2 160, 170-210lbs. Though he is still within the hook-in range of 160-240, he's still at the lower end. You're much more susceptable to turblulence and being pushed around when you are light on your glider. Weight shift gliders also usually don't respond as quickly to control inputs if you're light on the wing.
Just something to think about for anyone thinking of getting a new glider.
Matthew
Just something to think about for anyone thinking of getting a new glider.
Matthew
Hugh's crash
Hmmm...good point. I canvassed people before buying and the
consensus was to go with the larger wing. Something to think about
if I end up replacing the glider... - Hugh
On 22 Aug 2005, at 17:25, Matthew wrote:
>
> A contributing factor may be glider size. Hugh, at about 170lbs, is
> at the bottom edge of the optimum pilot weight range for the U2
> 160, 170-210lbs. Though he is still within the hook-in range of
> 160-240, he's still at the lower end. You're much more susceptable
> to turblulence and being pushed around when you are light on your
> glider. Weight shift gliders also usually don't respond as quickly
> to control inputs if you're light on the wing.
>
> Just something to think about for anyone thinking of getting a new
> glider.
>
> Matthew
>
consensus was to go with the larger wing. Something to think about
if I end up replacing the glider... - Hugh
On 22 Aug 2005, at 17:25, Matthew wrote:
>
> A contributing factor may be glider size. Hugh, at about 170lbs, is
> at the bottom edge of the optimum pilot weight range for the U2
> 160, 170-210lbs. Though he is still within the hook-in range of
> 160-240, he's still at the lower end. You're much more susceptable
> to turblulence and being pushed around when you are light on your
> glider. Weight shift gliders also usually don't respond as quickly
> to control inputs if you're light on the wing.
>
> Just something to think about for anyone thinking of getting a new
> glider.
>
> Matthew
>
Wow, upsetting story to read Hugh---but Holly and I are glad you're okay. (Very glad.) It could have been worse (we've said that before recently too, about another accident...). And good advice on approaches at HR Matthew (all in the memory banks now).
Hope you're feeling better soon Hugh!
Scott & Holly (currently in Charlotte, NC at a career conference)
Hope you're feeling better soon Hugh!
Scott & Holly (currently in Charlotte, NC at a career conference)
Hugh's crash
but if you add in total harness weight, that would be closer to 190
hook-in weight. Smack dab middle.
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005 mcelrah@verizon.net wrote:
>
> Hmmm...good point. I canvassed people before buying and the
> consensus was to go with the larger wing. Something to think about
> if I end up replacing the glider... - Hugh
>
> On 22 Aug 2005, at 17:25, Matthew wrote:
>
> >
> > A contributing factor may be glider size. Hugh, at about 170lbs, is
> > at the bottom edge of the optimum pilot weight range for the U2
> > 160, 170-210lbs. Though he is still within the hook-in range of
> > 160-240, he's still at the lower end. You're much more susceptable
> > to turblulence and being pushed around when you are light on your
> > glider. Weight shift gliders also usually don't respond as quickly
> > to control inputs if you're light on the wing.
> >
> > Just something to think about for anyone thinking of getting a new
> > glider.
> >
> > Matthew
> >
>
>
>
hook-in weight. Smack dab middle.
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005 mcelrah@verizon.net wrote:
>
> Hmmm...good point. I canvassed people before buying and the
> consensus was to go with the larger wing. Something to think about
> if I end up replacing the glider... - Hugh
>
> On 22 Aug 2005, at 17:25, Matthew wrote:
>
> >
> > A contributing factor may be glider size. Hugh, at about 170lbs, is
> > at the bottom edge of the optimum pilot weight range for the U2
> > 160, 170-210lbs. Though he is still within the hook-in range of
> > 160-240, he's still at the lower end. You're much more susceptable
> > to turblulence and being pushed around when you are light on your
> > glider. Weight shift gliders also usually don't respond as quickly
> > to control inputs if you're light on the wing.
> >
> > Just something to think about for anyone thinking of getting a new
> > glider.
> >
> > Matthew
> >
>
>
>
U2
The annoying thing about the U2, even though it's the nicest glider I've ever flown, is that 170 is the top weight range for the 145 size and also the bottom weight range for the 160 size. Thus, people weighing 170lbs (the weight of many men) are stuck with a difficult choice. Most gliders have some sort of overlap in weight ranges between sizes. I think I'll wait until someone clones the U2 and makes a 155 size before buying a new glider... not that I have the money now anyway.
Matthew
Matthew
Body Weight
Brian,
190 with harness is hook-in weight not body weight.
From WW web page...
This is the weight range within which a given glider offers the optimum combined levels of performance and control. In general, this weight range is specified without overlap between successive sizes of the same model, so that it can serve as a clear recommendation, for a given pilot, of which size glider is considered optimum. It is expressed as body weight, rather than as hook in weight, because most pilots more accurately know their body weight, and because changes to hook in weight that involve adding or subtracting weight in the harness or accessories do not have the same implications for which glider size is optimum as do changes in the pilot?s body weight. (For example, you don?t get stronger when you add weight to your harness.) Pilots who are near the dividing line of optimum body weight between two sizes of a given model glider can elect to go to the larger size if they wish to optimize for sink rate performance in light conditions, while sacrificing somewhat in control authority in stronger conditions and glide performance at higher speeds, or to the smaller size if they wish to optimize for control authority in stronger conditions and glide performance at higher speeds, while sacrificing somewhat in sink rate performance in light conditions. It is generally not true that landing becomes easier by going to the larger size glider ? in general, the slightly slower minimum flying speed advantage is more than offset by the reduction in landing flare authority on the larger size. For pilots near the dividing line, a lower level of pilot skill or experience generally indicates that the better choice is the smaller size.
Matthew
190 with harness is hook-in weight not body weight.
From WW web page...
This is the weight range within which a given glider offers the optimum combined levels of performance and control. In general, this weight range is specified without overlap between successive sizes of the same model, so that it can serve as a clear recommendation, for a given pilot, of which size glider is considered optimum. It is expressed as body weight, rather than as hook in weight, because most pilots more accurately know their body weight, and because changes to hook in weight that involve adding or subtracting weight in the harness or accessories do not have the same implications for which glider size is optimum as do changes in the pilot?s body weight. (For example, you don?t get stronger when you add weight to your harness.) Pilots who are near the dividing line of optimum body weight between two sizes of a given model glider can elect to go to the larger size if they wish to optimize for sink rate performance in light conditions, while sacrificing somewhat in control authority in stronger conditions and glide performance at higher speeds, or to the smaller size if they wish to optimize for control authority in stronger conditions and glide performance at higher speeds, while sacrificing somewhat in sink rate performance in light conditions. It is generally not true that landing becomes easier by going to the larger size glider ? in general, the slightly slower minimum flying speed advantage is more than offset by the reduction in landing flare authority on the larger size. For pilots near the dividing line, a lower level of pilot skill or experience generally indicates that the better choice is the smaller size.
Matthew
Hugh's crash
I'll make you a deal on a "used" one... - Hugh
On 22 Aug 2005, at 18:22, Matthew wrote:
>
> The annoying thing about the U2, even though it's the nicest glider
> I've ever flown, is that 170 is the top weight range for the 145
> size and also the bottom weight range for the 160 size. Thus,
> people weighing 170lbs (the weight of many men) are stuck with a
> difficult choice. Most gliders have some sort of overlap in
> weight ranges between sizes. I think I'll wait until someone
> clones the U2 and makes a 155 size before buying a new glider...
> not that I have the money now anyway.
>
> Matthew
>
On 22 Aug 2005, at 18:22, Matthew wrote:
>
> The annoying thing about the U2, even though it's the nicest glider
> I've ever flown, is that 170 is the top weight range for the 145
> size and also the bottom weight range for the 160 size. Thus,
> people weighing 170lbs (the weight of many men) are stuck with a
> difficult choice. Most gliders have some sort of overlap in
> weight ranges between sizes. I think I'll wait until someone
> clones the U2 and makes a 155 size before buying a new glider...
> not that I have the money now anyway.
>
> Matthew
>
The whole truth and nothing but the truth...
Hugh;
Since you ask for correction/information, this is what unfolded from my point of view (most of your points are fairly spot on - not much correction needed, but I'm posting this in the lightest manner possible):
You were coming in on final just as you say, on the uprights, at about the altitude you state of 50 or so. I was standing in the LZ breaking down my glider from my morning BOOWAH flight. I had just been released from Launch Nazi duty, and you had asked at launch whether I could retrieve you when you landed, so you could replace me as Launch Nazi.
I recollect thinking that you seemed to be somewhat slow on your final glide. You were flying essentially directly towards me so the foreshortening effect would not have represented your speed well. And your approach was similar to the ones at Ridgely where I've seen pilots go upright at the beginning of final. I looked away just as you must have gotten a wing lift, because when I turned back, you were aimed at the trees. I watched you relatively calmly plow into the glider- eating-trees (Charlie Brown). Then I saw the glider rather slide down the trunk and smash on the ground. Lots of branch snapping and grinding, smashing sounds. Like the Whomping Willow if you've read the Harry Potter books.
I thought you would be dead. I ran over while dialing 911, to find you in a rather upright, hunchbacked, head kind of down, position rather propped up somewhat on the glider wreckage, but you were TALKING (remember, this is Hugh were discussing here, right?). I was never so glad to hear you talking in my life! I could not make out what you were saying. I was afriad you might be mumbling incoherently; WAIT, that would mean everything was normal! :?
I told you that I was calling the ambulance. The dispatcher asked for your age. I told them 45. You said 54. Okay, good, your brains were functioning. You must have the hardest head in the world Hugh.
You asked if I could help you stand up so you could unhook. That was when I asked whether you thought I should cancel the ambulance - but I figured just let them come, there was no way of knowing what your condition really was. They could always go away if you were fine.
I waded into the brambles to give you a hand, and pull you upright. You stood up and walked out of the brambles, took off your helmet, looked at the baseball sized smashed-in hole, and pointed out that you were going to need a new helmet. Then you took off your harness. You proceeded to walk around and most of the time you were stating: "I don't remember crashing. Why did I crash? I don't remember being on final." Then I asked if you rembered me helping you out of the bushes - which you did not. This mantra of not remembering much was repeated often enough that I had you sit down, since pumping blood through whatever may have been crushed, constricted, or broken, probably was not the ideal thing to do at that moment.
The Smithsburg ambulance arrived with alacrity, surprising even my hyperfluidic interpretation of time. I hope the Smithsburg Rescue handles any problematic launches or landings I may experience!
The rescue folk talked to you a bit, asked you who the president of the US was (you replied "Bush" ) The Rescuer replied "Ain't it a shame?" [p.s. you get to keep your job Hugh]. 10 points for that rescue man! He requested the helmet for an indication of the possible severity of the head bash you took, checked your back, asked if anything hurt, and you indicated your left shoulde was sore; they did the neck brace thing, the body board thing, an oxygen mask.
You asked for your cell phone from your harness while on the board. It wasn't getting a signal. I called your home from my cell, and your son answered and gave me Sally's cell phone number when I explained that I was a hang gliding friend and wanted to talk to Sally. Your son did all the right things by the way and should be congratulated for having it all together, and figuring out that it was okay to give me Sally's number, even though I didn't tell him you'd had a whack job, just that I was a hang gliding friend. I called Sally and she sounded somewhat resigned (which made me laugh probably in total relief from the stressful situation). (You didn't imagine I was going to let you off the hook too easy, after the heart attack you gave me, did you??)
The Rescue squad took you away. Joe Schad had indeed landed just a minute or two after you, after watching you from the air plow into the tress, and we discussed that the LZ was pretty switchy when you and he both landed. He, I believe, thought he was hit with a tail wind when he landed, but had been seeing the streamer indicating a cross?
Joe did not necessarily agree with my assessment that you had been flying somewhat slowly on final, and, as he saw you from above, I would tend to accept his interpretation over mine. Joe radioed up to launch that the LZ was pretty hot at the moment, but we couldn't tell if anyone received the message. A couple radio's called-in to find out if everyone in the LZ was okay, because we could all hear the ambulance siren.. .
Joe was planning to go to the hospital with you, but Brian came down to the LZ moments after you had left in the ambulance, and thought that he would perhaps go to hospital and wait until Sally arrived, being a neighbor of yours. I can only hope that that those guys are around if I encounter a bad landing!
Brian called back later to let me know that you were an egg-head (oops, or was it that you had an egg-sized knot on your head?! ) :wink:
At any rate - that's the summary of what I witnessed.
Fly high, land safe & kiss your new full face helmet!. Regards, Linda
Since you ask for correction/information, this is what unfolded from my point of view (most of your points are fairly spot on - not much correction needed, but I'm posting this in the lightest manner possible):
You were coming in on final just as you say, on the uprights, at about the altitude you state of 50 or so. I was standing in the LZ breaking down my glider from my morning BOOWAH flight. I had just been released from Launch Nazi duty, and you had asked at launch whether I could retrieve you when you landed, so you could replace me as Launch Nazi.
I recollect thinking that you seemed to be somewhat slow on your final glide. You were flying essentially directly towards me so the foreshortening effect would not have represented your speed well. And your approach was similar to the ones at Ridgely where I've seen pilots go upright at the beginning of final. I looked away just as you must have gotten a wing lift, because when I turned back, you were aimed at the trees. I watched you relatively calmly plow into the glider- eating-trees (Charlie Brown). Then I saw the glider rather slide down the trunk and smash on the ground. Lots of branch snapping and grinding, smashing sounds. Like the Whomping Willow if you've read the Harry Potter books.
I thought you would be dead. I ran over while dialing 911, to find you in a rather upright, hunchbacked, head kind of down, position rather propped up somewhat on the glider wreckage, but you were TALKING (remember, this is Hugh were discussing here, right?). I was never so glad to hear you talking in my life! I could not make out what you were saying. I was afriad you might be mumbling incoherently; WAIT, that would mean everything was normal! :?
I told you that I was calling the ambulance. The dispatcher asked for your age. I told them 45. You said 54. Okay, good, your brains were functioning. You must have the hardest head in the world Hugh.
You asked if I could help you stand up so you could unhook. That was when I asked whether you thought I should cancel the ambulance - but I figured just let them come, there was no way of knowing what your condition really was. They could always go away if you were fine.
I waded into the brambles to give you a hand, and pull you upright. You stood up and walked out of the brambles, took off your helmet, looked at the baseball sized smashed-in hole, and pointed out that you were going to need a new helmet. Then you took off your harness. You proceeded to walk around and most of the time you were stating: "I don't remember crashing. Why did I crash? I don't remember being on final." Then I asked if you rembered me helping you out of the bushes - which you did not. This mantra of not remembering much was repeated often enough that I had you sit down, since pumping blood through whatever may have been crushed, constricted, or broken, probably was not the ideal thing to do at that moment.
The Smithsburg ambulance arrived with alacrity, surprising even my hyperfluidic interpretation of time. I hope the Smithsburg Rescue handles any problematic launches or landings I may experience!
The rescue folk talked to you a bit, asked you who the president of the US was (you replied "Bush" ) The Rescuer replied "Ain't it a shame?" [p.s. you get to keep your job Hugh]. 10 points for that rescue man! He requested the helmet for an indication of the possible severity of the head bash you took, checked your back, asked if anything hurt, and you indicated your left shoulde was sore; they did the neck brace thing, the body board thing, an oxygen mask.
You asked for your cell phone from your harness while on the board. It wasn't getting a signal. I called your home from my cell, and your son answered and gave me Sally's cell phone number when I explained that I was a hang gliding friend and wanted to talk to Sally. Your son did all the right things by the way and should be congratulated for having it all together, and figuring out that it was okay to give me Sally's number, even though I didn't tell him you'd had a whack job, just that I was a hang gliding friend. I called Sally and she sounded somewhat resigned (which made me laugh probably in total relief from the stressful situation). (You didn't imagine I was going to let you off the hook too easy, after the heart attack you gave me, did you??)
The Rescue squad took you away. Joe Schad had indeed landed just a minute or two after you, after watching you from the air plow into the tress, and we discussed that the LZ was pretty switchy when you and he both landed. He, I believe, thought he was hit with a tail wind when he landed, but had been seeing the streamer indicating a cross?
Joe did not necessarily agree with my assessment that you had been flying somewhat slowly on final, and, as he saw you from above, I would tend to accept his interpretation over mine. Joe radioed up to launch that the LZ was pretty hot at the moment, but we couldn't tell if anyone received the message. A couple radio's called-in to find out if everyone in the LZ was okay, because we could all hear the ambulance siren.. .
Joe was planning to go to the hospital with you, but Brian came down to the LZ moments after you had left in the ambulance, and thought that he would perhaps go to hospital and wait until Sally arrived, being a neighbor of yours. I can only hope that that those guys are around if I encounter a bad landing!
Brian called back later to let me know that you were an egg-head (oops, or was it that you had an egg-sized knot on your head?! ) :wink:
At any rate - that's the summary of what I witnessed.
Fly high, land safe & kiss your new full face helmet!. Regards, Linda
I'll beat a dead horse a bit here...
The #1 landing sin comitted by pilots... too slow.
(#2 is flaring late, #3 is rounding out too early).
I'm not sure everyone understands what speed they should be flying on final. Everyone says "good speed" or "fast", but those are subjective terms... they mean something different to everyone. I think everyone thinks they're flying with "good speed" or "fast" on approach, but honestly I think most people aren't.
Approach speed (downwind/base) should always be faster than trim, even while coordinating turns. Once you head downwind, you should never, at any point, be flying at trim speed.
Final IMHO should be faster than best glide.. minimum.
You're landing. You're trying to degrade your glider's performance. You can't do that unless you're faster than best glide. Don't put it to your knees, but you should feel like you're hurting your gliders performance.
How fast above best glide is a controlability thing. How comfortable are you at flying the glider fast and turning it fast and accurate? Whatever fast speed you feel good about is the one to pick... but it should be fast. It's typically refered to as "manuvering speed".
I personally don't think you can fly with enough speed from the downtubes. Period. One hand on the basetube is a minimum for me. It's my prefered approach, but I certainly understand having both hands on the basetube.
Something to think about....
People are often concerned about higher performance gliders gliding too far when landing. Flying below best glide is asking for trouble (lack of control). Flying at best glide will make you go THE FURTHEST (that's best glide). All speeds above best glide will help you land shorter.
$.02USD
Jim
The #1 landing sin comitted by pilots... too slow.
(#2 is flaring late, #3 is rounding out too early).
I'm not sure everyone understands what speed they should be flying on final. Everyone says "good speed" or "fast", but those are subjective terms... they mean something different to everyone. I think everyone thinks they're flying with "good speed" or "fast" on approach, but honestly I think most people aren't.
Approach speed (downwind/base) should always be faster than trim, even while coordinating turns. Once you head downwind, you should never, at any point, be flying at trim speed.
Final IMHO should be faster than best glide.. minimum.
You're landing. You're trying to degrade your glider's performance. You can't do that unless you're faster than best glide. Don't put it to your knees, but you should feel like you're hurting your gliders performance.
How fast above best glide is a controlability thing. How comfortable are you at flying the glider fast and turning it fast and accurate? Whatever fast speed you feel good about is the one to pick... but it should be fast. It's typically refered to as "manuvering speed".
I personally don't think you can fly with enough speed from the downtubes. Period. One hand on the basetube is a minimum for me. It's my prefered approach, but I certainly understand having both hands on the basetube.
Something to think about....
People are often concerned about higher performance gliders gliding too far when landing. Flying below best glide is asking for trouble (lack of control). Flying at best glide will make you go THE FURTHEST (that's best glide). All speeds above best glide will help you land shorter.
$.02USD
Jim
Hugh's crash
Wow, thanks. I can't believe I didn't know they did it that way.
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005, Matthew wrote:
>
> Brian,
>
> 190 with harness is hook-in weight not body weight.
>
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005, Matthew wrote:
>
> Brian,
>
> 190 with harness is hook-in weight not body weight.
>
Hugh's crash
I don't think it put much of a damper on things - word got around quick
that you were wandering around mumbling incoherently, so everyone realized
you were already back to normal and kept flying.
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005 mcelrah@verizon.net wrote:
>
> Sorry I was responsible for putting a damper
> on the general euphoria with the primo flying conditions Sunday.
>
that you were wandering around mumbling incoherently, so everyone realized
you were already back to normal and kept flying.
Brian Vant-Hull
301-646-1149
On Mon, 22 Aug 2005 mcelrah@verizon.net wrote:
>
> Sorry I was responsible for putting a damper
> on the general euphoria with the primo flying conditions Sunday.
>