By Anthony smith
Chair Airworthiness department
One of the major challenges of working in the Airworthiness Department is keeping up with new tools and techniques as they are introduced. They need to be learned, assessed to see if training courses need to be updated or new courses created, and assessed to see if Basic Sailplane Engineering or other manuals require updating. In some circumstances, MOSP 3 will need amendment.
Something similar occurs in the Operations Department. Combining the efforts of Airworthiness and Operations leads to safety outcomes when new or different approaches to our sport are introduced.
Ballistic Recovery Systems are not new, and were first developed in the early 1980s. However, while they do not feature in many sailplane designs, they are certainly different, and the majority of sailplane pilots and emergency services personnel would not recognise if one were fitted. Unfortunately, the warning decals and where they are positioned are not standardised between manufacturers.
The rocket motor is a considerable hazard during maintenance. The rocket motor firing in the workshop or the hangar could be potentially devastating if the firing cable was inadvertently pulled on, or if an electric system inadvertently shorted. The rocket motor is also a considerable risk to first responders in the event of something unfortunate happening during a take off or landing.
Ballistic Recovery Systems
A Ballistic Recovery System ,BRS, is a parachute system fitted to the aircraft so that the whole aircraft descends to the ground under the parachute rather than the just the pilot or pilots. The system consists of a parachute that is launched from the centre of the fuselage either by a compressed gas charge or, more often, by a small rocket to enable faster deployment of the parachute.
The activation of these systems vary between manufacturers. It may involve two switches in the cockpit – one switch to turn the system on, and a second to deploy it. More commonly, however, system activation is through a pull handle in the cockpit that pulls on a cable and activates the firing mechanism. Should the fuselage become badly damaged and deformed in an accident, this firing cable may be placed under a lot of tension, leading to a hair trigger scenario.
Ballistic Recovery Systems are not new, and were first developed in the early 1980s. However, while they do not feature in many sailplane designs, they are certainly different, and the majority of sailplane pilots and emergency services personnel would not recognise if one were fitted. Unfortunately, the warning decals and where they are positioned are not standardised between manufacturers.
The rocket motor is a considerable hazard during maintenance. The rocket motor firing in the workshop or the hangar could be potentially devastating if the firing cable was inadvertently pulled on, or if an electric system inadvertently shorted. The rocket motor is also a considerable risk to first responders in the event of something unfortunate happening during a take off or landing.
Regrettably, a recent take off accident involved a sailplane fitted with a BRS. The pilot was injured in the accident and, among other injuries, struck his head. Although conscious after the accident, it was probable that the pilot most likely wasn’t thinking clearly.
The members from the launch point rushed to assist but weren’t aware of the BRS system. The fuselage was badly damaged in the accident and the cover plate over the BRS was dislodged and later found under the fuselage. A small warning decal had been placed on the fuselage behind the BRS cut-out, but wasn’t noticed by the first responders at the time. The rocket motor could easily have fired inadvertently while recovering the pilot from the wreckage, with serious outcomes. Unfortunately, similar instances have occurred overseas as well.
Electric Self Launch - Sustainer
These sailplanes are relatively new. While the numbers of operational electric sailplanes in Australia is currently small, at least 12 are due to be delivered over the next two years. Operationally they are identical to internal combustion engine sailplanes. While a large percentage of the GFA membership will be familiar with the hazards presented by internal combustion engine sailplanes, very few people will be familiar with the hazards a high voltage battery system presents.
These sailplanes will have a master switch that will isolate the high voltage system. This doesn’t mean that the system is completely safe, as a lot of stored energy remains in the batteries. Broken fuselages and wings will risk damaging either the high voltage power cables, control box or the batteries themselves.
What Can Be Done?
First responders will need to able to recognise the systems and understand the risks. They will need to be able to isolate and mitigate these risks as best they can.
As an Owner Operator: If you own or operate a sailplane that has a BRS, is electrically powered, or has another system that is new or unique and presents a potential safety risk, please consider the following --
Brief and demonstrate to your club members how to isolate the system. In the event of a take off or landing accident at the airfield that impairs you as pilot, it is the club members that are going to be the first responders.
Invite your local emergency services to the airfield. Brief and demonstrate to the emergency service members how to isolate the system. These people are likely to be the responders in the event of an outlanding accident. Note: Many of the emergency service members will have some training for electric vehicles, but many will not realise that electric sailplanes are now operating. Take the opportunity to host a barbecue and perhaps offer some AEF flights to the emergency service members as well.
As a Member: Excellent advice is available from the Gliding Australia website for Gliding Related Accident Procedures. Go to bit.ly/40Zlwc3. It is well worth reviewing this document in case the unfortunate occurs and you are on the scene of an accident.
The Airworthiness Department: The lack of standardised warning labels and where they are located requires review. The Airworthiness Department will consider what warning labels are required and where they should be located. Considering that events have occurred overseas, an international effort may be needed to standardise the warnings.
