21-August-2022 waga
DG-500 Elan Orion
SZD-50-3 Puchacz
What Happened
Under investigation. During a dual tow endorsement exercise and at about 250ft AGL, the rope weak link connecting the two tow ropes to the tug failed. Both gliders under tow landed safely. During the prelaunch check the link was inspected and appeared to be in serviceable condition. However, it was evident after the event that the weak link had degraded over time.
3-Sep-2022 Saga
ASK21
Runway Events
What Happened
Under investigation. The winch launch crew gave the "Take-up slack" signal to launch a glider on a training flight when another glider was on short final. Fortunately, the winch driver was aware of the landing glider and reported this to the launch point. Launch commands were being given on the UHF, contrary to GFA recommendations.
8-May-2022 SAga
DG-500 Elan Orion
Aircraft Control
What Happened
The touring motor glider pilot had flown to a remote aerodrome in company with another motor glider. The forecast winds were light from the Southwest, so the pilot planned to land on RWY 24. Upon arrival at the aerodrome the pilot joined circuit for RWY 24 midfield at about 1,000ft AGL to assess wind direction from the primary and secondary windsocks. Both windsocks were hanging limp, indicating little to no wind on the ground.
The pilot reported “A lefthand circuit was initiated and during the circuit whilst flying over the dried dark brown clay lakebed to the South of the airfield, some turbulence was felt. Turbulence was also felt on the base leg, but this reduced once over the green fields whilst turning onto finals.” The approach was conducted with the engine idling and the propellor in fine pitch. The pilot stated the aircraft touched down mid runway and he noted the ground speed was very high. Due to the high speed, the pilot had difficulty maintaining directional control. The pilot reported “…Full main wheel brake was applied with full backstick to try and maintain control with the tail wheel. The aircraft veered to the right off the runway and the right undercarriage fibreglass wheel fairing contacted a white cone shaped fibreglass light marker.” As the glider slowed, the pilot was able to steer the glider back onto the runway. While taxying to the parking area at the end of RWY 24, the pilot observed the primary windsock was now indicating a strong East-North-Easterly wind, confirming the aircraft had landed downwind with a slight crosswind component. The secondary windsock was noted to be still hanging limp and may not have been serviceable. Discussion with other pilots revealed the lakes and surrounding terrain often generate a microclimate different to that in the surrounding areas. The aircraft was inspected by authorised inspector, who conformed the damage was isolated to the fibreglass wheel fairing.
24-Sep-2022 wAga
Ground Operations
Astir CS
What Happened
As the glider was being stowed following outlanding and derigging, the fuselage was pushed too far forward into the trailer which resulted in damage to the canopy. The pilot was conducting outlanding training into a local paddock. The pilot had flown with the CFI on an earlier flight where a successful outlanding was conducted. The pilot then embarked on a second outlanding in a single seat glider but misidentified the surface vegetation and landed in a crop. A trailer retrieve was conducted and, although a team of competent pilots went out, none were familiar with the trailer. The CFI advised that he had run a course on glider trailers the week prior using two different types but not this particular trailer. As a consequence of this incident, the CFI ran another course covering all trailers that are in common use at the club.
25-Sep-2022 GQ
Grob G103A Twin II Acro
Low Circuit
What Happened
A post-solo pilot had arranged with their instructor to fly from the rear seat of the club’s Twin Astir and practice take-off and landing. As there was insufficient crew, the glider was launched by winch with the wing on the ground. At around 200ft AGL the pilot lowered the nose of the glider and released the cable. The pilot flying then conducted a low-level turn onto downwind, following which the turn steepened and continued until the runway heading had been achieved. The final turn was flown at very low height and less than 50 metres from trees on the side of the runway.
Analysis
The CFI reported that they had arrived at the flight line to observe the instructor sitting in the front seat of the glider in the process of conducting a wing-down winch launch on RWY 12 into a south-westerly crosswind. After the aircraft landed, the CFI approached the instructor for an explanation of what had happened. The CFI was informed that the pilot flying had lowered the nose due to the airspeed being low and made the decision that there is a winch failure and released immediately. It was the instructor who directed the pilot to turn onto downwind, and then when the instructor realised the turn was low and flat, they took over. The instructor lowered the nose of the glider and performed a steep turn completing a 360 degree turn and then landed the aircraft safely. The CFI expressed concern that a launch would be conducted without a wingman, and that a landing straight ahead was not considered even though there was ample runway ahead. The CFI suspended the instructor’s flying privileges for four weeks.
Safety Advice
Wing down take-off
There is no provision in GFA winch operations for gliders to be launched wing-down. While wing down take-offs can be conducted using aerotow launch, albeit with some risk, acceleration under a winch launch happens much more quickly and exacerbates the risk. With the wing on the ground the resultant drag is likely to cause the glider to commence a ground loop that will become a cartwheel. Once this process has commenced it can be so rapid that safe recovery is impossible even if the release is activated immediately. The result of the cartwheel on winch launch will almost inevitably be the glider rolling toward inverted and impacting the ground. Always use a wing runner to hold the wings level, and if the wing drops to the ground release immediately.
Too Slow
For safety reasons there is no signal for “too slow”. If the launch speed starts to fall off, reduce the angle of climb. If there is no response and the speed continues to fall toward minimum safe speed of 1.3Vs, treat it as a launch failure and release the cable. Adopt ‘safe speed near the ground’ before manoeuvring and land straight ahead whenever possible.
Launch failure when airborne
The definition of the launch failure is the inability to maintain the minimum winch speed on the launch during the climb, regardless of the reason. After a launch failure in flight you must maintain control of the aircraft and return it to a safe landing by performing the following actions:
Action 1. Regain and maintain the safe speed near the ground (1.5VS).
Action 2. Operate the cable release mechanism twice.
Action 3. Land ahead unless there is insufficient space to land safely.
30-Sep-2022 GQ
Nimbus 3T
Aircraft Control
What Happened
Under investigation. The pilot reported that after climbing to just over 5,000 ft, he did a normal engine test run of the sustainer engine. After about 40 seconds the pilot conducted a standard shut-down procedure, but the engine did not retract. The pilot stated:
“I tried resetting switches with no success, then I tried reaching under the panel to move wires etc. with no joy. The next decision was whether to go direct to land however, I decided that stopping the prop would be a good idea while I still had height. I tried reducing the airspeed however the prop kept turning. I then brought the speed right back while flying straight and level. The prop was still turning even when a mild stall started. The stall was recovered without major speed build-up. About a minute after this at around 60 Kts, the Glider entered a shallow left spiral with rapidly increasing speed. Attempts with rudder and stick did not help. With some back stick the spiral developed into a spin. Full opposite rudder and stick forward had no effect to slow the spin. Several resets and repeats were tried with no effect to the spin. With the ground coming up fast the decision to bail was made. Pull both canopy handles, canopy flew off whacking my head on the way. As the hands went to the canopy handles the Glider started to invert leaving me hanging by the straps, evacuation was easy as I fell out as soon as the buckle was turned. Free fall was brief with the chute opening quickly after pulling the handle. Parachute ride was gentle, but quite a bit of effort was required to avoid landing in a dam. The Glider landed upside down about 300 metres upwind.”
12-Oct-2022 WAGA
LAK12
Ground Operations
While towing the fully ballasted glider to the launch point at walking pace, the wing dolly struck an obstacle, causing the tail of the glider to turn towards the vehicle. The horizontal stabiliser struck the vehicle and was substantially damaged.
Analysis
During the morning briefing the pilot received a phone call from work and had to excuse himself. The phone call lasted for some time, which delayed his preparation for flight. By the time the pilot was ready to tow out, most of the fleet was lined up and he did not want to be last. In his haste to get to the flight line, the pilot did not observe a small, forked branch from a tree was lying in the path of the wing dolly. The wing dolly struck the branch, which lodged in the spokes of the wing dolly wheel causing the wheel to stop turning. The moment arm from the long wing and short tow bar resulted in the glider’s tail swinging towards the vehicle. The tail plane struck the rear of the vehicle and suffered substantial crush damage to the stabiliser and elevator, and the aluminium spar was bent. The main contributing factors in this incident was stress leading to the pilot’s haste and a reduction in situational awareness.
Safety Advice
When dealing with stressful situations, one tends to focus on a particular concern to the detriment of situational awareness. Situational awareness means looking at your surroundings and assessing risks. In this case, in the pilot’s haste to avoid being last on the grid led a failure to ensure the glider was being towed clear of obstacles. Doing things at haste also risks forgetting or missing vital actions that could compromise the safety of the aircraft and its occupants.
12-Oct-2022 nswga
Speed Astir II B
Runway Events
What Happened
Shortly after touchdown the glider’s port wingtip contacted high grass and proceeded to ground loop to the left. The pilot stated that he had recently conducted several wing-down crosswind landings in an ultralight aircraft, and this may have led him to subconsciously land with the port wing slightly low. The glider was undamaged. The CFI reported that there is some exuberant Patterson's Curse on the runway which stands above the pasture. In addition, the glider has a very low wing so is more at risk than most gliders. The glider was on an extended rollout to finish near the relevant hangar, and the event occurred at low speed during the rollout. It is common practice at this site for gliders to finish with an extended rollout for convenience, but the CFI noted that this does increase the risk of "taxiing" incidents and the matter will be discussed at the next instructors' panel meeting. The Club’s summer mowing program is proceeding at best pace..
31-Oct-2022 SAGA
ASK 21
Miscellaneous
What Happened
The CFI identified a club member had been flying gliders, including solo, up to two months after their GFA membership expired. GFA Operational Regulation 3.1.1 states: "An aircraft to which these Regulations apply must not be operated except by an individual who is a member of the GFA.” Paragraph 8.1(a) of Civil Aviation Order 95.4 states that a relevant sailplane must not be operated except in accordance with the (Operations) manual of the relevant sport aviation body. With Regulatory breaches, CASA expects GFA to deal with the matter and achieve a suitable outcome in the first instance. Where GFA is unable to achieve a suitable outcome, the matter must be referred to CASA. In this case the person immediately renewed their membership, which was backdated to the expiry date, and was counselled by the CFI. Members are solely responsible for ensuring their membership is current before flight, and the GFA membership system sends at least two email reminders in the month leading up to the expiry date.
1-May-2022 waga
DG-500 Elan Orion
Preparation/Navigation
What Happened
During an aerotow launch the tow pilot noticed that the combination was not climbing normally. After checking the tow plane, and at approximately 2,000 ft AGL, the tow pilot gave a ‘rudder waggle’ signal to alert the glider pilot to the poor climb rate. When the glider pilot did not respond to the signal, the tow pilot check is rear-view mirror and observed sunlight reflecting off the open [aluminium] dive brake panels. The tow pilot then called the glider pilot on the CTAF frequency and informed the pilot the glider’s airbrakes were open, and after several seconds of inaction the tow pilot made another call. The glider pilot then closed and locked the airbrakes and replied to the tow pilot over the radio. The launch and release proceeded normally thereafter.
Analysis
The glider pilot had conducted nine flights since the beginning of 2022, four of which were in his own glider (Hornet), and three of were private passenger flights in the club's Puchaczs. The pilot had not flown the DG505 since September 2021. The CFI spoke to the pilot about the occurrence and it was determined that the pilot did not correctly lock the dive brake prior to the launch. It was not determined why the glider pilot did not notice the wing waggle or hear the intial radio calls. The pilot stated they had cycled through opening and closing the airbrakes during the pr-take-off checks, and when challenged by the launch crew the pilot stated they “touched the dive brake handle to ensure it was fully forward and checked the handle was flush with the cockpit wall and said ‘dive brakes locked and away’. The pilot noted that unfamiliarity on type may have contributed: “the airbrake handle on the DG 505 is apparently in the ‘locked position’ the handle is flush with the wall of the cockpit when the brakes are not locked”, whereas on “other gliders I fly the airbrake handle is not flush with the cockpit wall until it is locked away.” The glider pilot agreed to attend additional training with one of the club's Level 3 instructors before flying the DG505 again. The CFI wrote an article for the club's monthly newsletter, reminding pilots to physically check that the dive brakes are properly locked when performing the pre-take-off checks.
Safety Advice
Unfamiliarity with type is most likely to cause problems during high workload situations. It is therefore importance that pilots understand that ‘new’ gliders take time to get to know. Sometimes differences can be minor, and familiarity comes easily. However, even simple processes, like locking the airbrakes, can be different between types. It is therefore important that pilots take the time to know and fully understand the function and location of all the controls and systems.
1-May-2022 WAGA
DG-500 Elan Orion
Aircraft Control
What Happened
The pilot was conducting a local private passenger flight, and had returned to the circuit after a flight of about 2 hours duration. During the final approach the pilot flared early, and the glider stalled onto the runway from about 1 metre. The tailwheel struck the runway first and just ahead of the mainwheel. The landing was observed by the Duty Instructor and several other pilots, who described the landing as being "heavy". The duty instructor, who is also Airworthiness inspector, noted that the glider ran out of energy while the main wheel was approximately one metre above the ground but it did not sustain any damage. The pilot believed they had too much airbrake applied after the flare, but the duty instructor was of the view that the round-out was started too high. The CFI has briefed one of the club's Level 3 instructors, who has agreed to spend some time with the pilot to assist with improving their landing technique and other aspects of their flying. It was noted by the CFI that while the pilot was current, they had only a few flights on type and had not flown this aircraft for several months.
8-May-2022 SAGA
DG-500 Elan Orion
Aircraft Control
What Happened
During the initial ground roll of an aerotow launch being flown by the student pilot, the starboard wing dropped to the ground. The flight crew heard a noticeable ‘bang’ as the wingtip struck the edge of a taxiway. The student then experienced problems controlling the aircraft, so the instructor assumed control. The flight continued with no further issues, but after landing the instructor noticed damage to, and excessive movement in, the winglet. The glider was grounded pending a detailed structural inspection.
Analysis
At this regional aerodrome it is usual for gliders to launch from the right-hand side of runway 31 on the 4m wide bitumen edge of the main unsealed runway. During launch the glider’s right wing overhangs the edge of the runway, and the take-off path crosses a taxiway to the north of RWY 05/23. The CFI reported that the soil around the bitumen moves due to changing moisture content, and at the time of this incident the soil was about a 20 to 30mm below the level of the bitumen. When the wing dropped to the ground, the wingtip wheel holder struck the edge of the bitumen and compressed against the wheel, and the shock caused the wingtip to flex that damaged the wingtip retaining pin. The bent retaining pin prevented the wing tip extension from easily being removed, but upon inspection it was revealed that the alignment pins and stub spar were undamaged. The level change along the edge of the runway and taxiways is a known issue, and the airfield maintenance team are constantly filling the areas and rolling the surface to keep the level change as small as possible. The CFI stated: “The key learning from this issue is the damage to the wingtip extension, was not obvious at first glance. The fact the force of the impact was sufficient to bend the wingtip wheel mounting frame indicated that further investigation was needed before returning the aircraft to the flight line.”
Safety Advice
A damaged wingtip security mechanism can lead to the winglet dislodging in flight, as SOAR report S-1600 attests. On 15 November 2019 at about 2000ft AGL, the wingtip securing mechanism of a Lak 17 sailplane failed, allowing the winglet to move forward and dislodge from the alignment pins. The winglet twisted in the airflow causing the aircraft to enter a spin that was not recoverable. The pilot only just managed to escape by parachute. Any significant wingtip strike during launch in an aircraft with detachable winglets should be treated seriously and whenever possible the flight should be abandoned. The aircraft should be thoroughly inspected by an approved inspector before being returned to service.
8-May-2022 NSWGA
FK Lightplanes FK9 Mk IV ELA
Runway Events
What Happened
A powered aircraft entered the runway and took off while the runway was occupied by a glider and tug preparing to launch.
Analysis
Operations at this regional aerodrome have been limited to a single runway (runway 05/23) for several months while runway 18/36 is reconstructed. The reconstruction has also closed the cross runway 09/27. Runway 05/23 is an asphalt surface 30 metres wide and 2040 metres long. When conditions are suitable, glider operations from taxiway B on runway 05/23 are common practice given that taxiway B is midway along the runway. Operating in this manner minimises the duration of runway occupation with the glider next to launch able to prepare outside of the runway strip, and the tow plane is able to land short and, where no aircraft are wishing to use the runway, roll through to conduct the next launch with minimal delay and impact on other users. Taxiway B has clear visibility to both the 05 and 23 thresholds and vice versa. On the day of the incident, and prior to the powered aircraft entering the runway, the glider ground crew made an entering runway call on the CTAF for an imminent glider launch. The glider was then pushed from the holding point at the runway strip edge onto runway 23 at taxiway B (mid runway taxiway). As the glider was turned and aligned on the runway centreline a powered aircraft called on the CTAF that it was also entering runway 23. The glider ground crew called the powered aircraft and confirmed that the glider was on the runway and would be launching in approximately 2 minutes. The powered aircraft was visible at the runway threshold from the glider launch point. The powered aircraft acknowledged and responded that it would be “out of the way”. As the ground crew removed the glider tail dolly and prepared the aerotow rope, the powered aircraft took off and overflew the glider/tug combination by an estimated 100-150 feet. During the subsequent investigation, the pilot of the powered aircraft stated that he knew the gliders were operating from about the mid length of runway 23. He advised that after broadcasting he was entering the operational runway from the threshold, about 1,000 metres behind the glider operation), he received a radio call from the gliding operation advising they would be taking off in about three minutes. The pilot of the powered aircraft could see the tug and glider, but due to the distance he believed they were positioned outside the runway and that he could take-off and be out of the way without interfering with the glider launch. As his aircraft is a taildragger the pilot did not see the gliding combination over the nose until he was airborne, at which point he judged the safest course was to continue the take-off. The pilot of the powered aircraft was surprised to see the glider was on the runway and not the grass. The gliding CFI advised that the position of the gliding operation was agreed by the aerodrome operations panel and local operators are aware. However, consideration will be given to including an entry in ERSA or issuing a NOTAM for the period the runway works are in progress.
Safety Advice
This incident highlights the hazard of non-standard operations, i.e. gliders operating from mid runway and at some distance from the threshold, and the critical importance of communications, especially what you say and how you say it. For further information on good communication, refer to the fourth booklet in the revised 'Safety behaviours: human factors for pilots’ kit available from the CASA website: https://bit.ly/3gCsl0U
NOTE: When the runway strip is occupied by a glider tug or glider, the runway is deemed to be occupied. Aircraft using the runway may, however, commence their take-off run from a position ahead of a stationary glider or tug aircraft (Chapter 3 of the CASA Visual Flight Rules Guide and AIP ENR 5.5-2, paragraph 1.2.4 refer). Also, Pilots must comply with CASR 91.055 – ‘(Aircraft not to be operated in manner that creates a hazard’.
21-May-2022 NSWGA
Astir CS
Landing
gear/Indication
What Happened
Following a winch launch to about 1600ft AGL, the pilot retracted the undercarriage and flew towards a nearby ridge. After several minutes ridge soaring, the pilot returned to the circuit. While configuring the aircraft for landing the pilot found the undercarriage handle was jammed and could not be moved despite several attempts. The pilot made a radio call informing the ground crew of the problem and conducted a safe landing with the undercarriage retracted. The aircraft suffered only minor abrasions to the bottom of the fuselage. Inspection identified the rear edge of the mudguard (which is part of the undercarriage system) had latched onto a lapped joint in the wheel bay liner. This is a known issue with this type and is usually the result of the pilot raising the undercarriage with excessive force. The proposed solution is to add about 10mm to the leading edge of the aft section of liner to ensure the overlap is always maintained.
22-May-2022 SAGA
ask21
Aircraft Control
What Happened
The elderly pilot, who had been driving the winch all day, decided the fly the glider back to the hangar at the end of flying operations. During final approach the pilot increased airspeed to 80 knots and flew along the length of the runway at between 10 to 15 feet. Towards the end of the strip run and while the glider was still flying at 70 knots, the plot opened the airbrakes slightly. While the pilot was prepared for a change in pitch, the glider immediately dropped, and the mainwheel struck the runway at speed. The glider rebounded, touched down again and the pilot held the glider in the flare attitude. The glider then touched down heavily and rolled to a stop within about 70 meters. The glider was withdrawn from service pending a hard landing inspection.
Analysis
The CFI found that mishandled recovery from the initial bounce led to pilot-induced oscillations, with around 4-5 touchdowns occurring. The Club’s Instructors’ Panel observed that the pilot’s skill set is gradually declining with age, and that the pilot was well behind the action during the bounced landing. The pilot has accepted this observation and will participate in some remedial training and more frequent check flights. It is unlikely the pilot will attempt another ground-effect run.
Safety Advice
As we grow older our body has a tendency to "slow down" in reaction time, and our cognitive abilities also decline with aging of brain cells and their billions of complex interconnections. Every day we perform hundreds of cognitive tasks but are mostly unaware of the effort involved. Cognitive deficiencies are insidious, have a substantial negative impact on performance and are hardest to identify when the pilot is performing routine activities. One reason symptoms go unnoticed is that with practice and routine, the brain adjusts to mild to moderate cognitive impairment. In other words, normal activities can mask the severity of the deficiency. However, if the pilot’s routine is interrupted by an urgent or stressful situation, then the extent of cognitive impairment may become more evident. It is well known that flight experience can compensate to some degree for age-related declines in cognitive function and that overlearned complex tasks such as piloting are less susceptible to age-related deterioration than abilities to perform in novel situations. Notwithstanding, recency of experience can have a dramatic effect on overall airmanship, regardless of age. It is known that older pilots who have long breaks between flying take longer to regain their proficiency. Older pilots should fly regularly and participate more frequently in recurrent training (e.g., flight reviews). However, when physical deterioration outstrips piloting skills - it's time to quit!
12-Jun-2022 GQ
SZD-50-3 Puchacz
Terrain Collisions
What Happened
During the final approach the student mishandled the flare and recovery, and the instructor was too late in taking over and could not prevent the left wing from contacting the ground heavily and then impacting a runway light. The glider’s port wingtip was substantially damaged.
Analysis
The pre-solo student was undertaking the first of four planned pre-solo assessment flights. The student performed well during the launch and brief soaring flight and flew a normal circuit. The student established the glider on a stabilised final approach using a half-airbrake setting. In response to overshooting the aiming point the student opened the air brakes further, which resulted in a high rate of descent. The student over rotated into the flare and the glider ballooned. The student corrected by closing the airbrakes and pitching forward on the stick, and then opened the airbrakes again. The instructor called taking over but this was not heard by the student who remained on the controls. The instructor found the controls were difficult to move and could not prevent the left wing striking the ground heavily and then colliding with a runway light. The student had not flown for two months and the instructor, with hindsight, recognised that they should have given the student more time to refamiliarise themselves before introducing the pressure of an assessment flight.
Safety Advice
The most common instructing accident is 'instructor failed to take-over in time'. These accidents usually involve the trainee responding in an unforeseen way or failing to respond at all (e.g. not rounding out). Given that the overall idea is to let the trainee do as much as possible within their level of skill the instructor should never wait until the last moment - which can rapidly become too late before responding to a situation that is going awry. This is particularly true of any manoeuvres close to the ground. Instructors also need to guard themselves against unexpected reactions during the critical stages of flight by adopting a defensive posture, i.e. having their hands and feet ready to take control.
23-Jun-2022 NSWGA
HK 36 R
Runway incursion
What Happened
While a motor glider was on final approach to RWY 36, the Duty Instructor observed two persons walking down the middle of the runway towards the launch point. The Duty Instructor made a radio call to inform the motor glider pilot of the runway incursion and suggested he land on RWY 35. The motor glider pilot diverted onto runway 35 and landed without further incident.
Analysis
The motor glider pilot was flying a glider approach and not under power. The pedestrians were a visiting level 2 instructor and former club member, and an ab-initio student. The instructor had landed earlier after a very brief solo flight and decided to walk back to the launch point after leaving the aircraft at the hanger complex. The Duty Instructor noted the pedestrians when difficult to see in the late afternoon lighting conditions as their clothing blended into the surrounding grass and trees. The motor glider pilot stated that he did not see the pedestrians during the approach for the same reasons, and that he may not have seen them at all had the Duty instructor not made the radio call. The motor glider pilot stated the pedestrians were directly in his approach path and he very easily could have hit them. The visiting instructor admitted he was not paying attention and did not consider the dangers of walking down the middle of an active runway, nor the issue of visibility late in the afternoon. The ab-initio student stated he was unaware of the approaching motor glider, that he was following the lead of the instructor, and had not thought of the dangers of walking in the middle of an active runway. The pedestrians were counselled and all personnel on the airfield were reminded of the dangers of being on an active runway, and of the expectation that all personnel returning to the launch point must use the adjacent dirt road.
Safety Advice
A runway incursion happens when an aircraft comes close to collision with another aircraft, vehicle, or person within the take-off and landing area. In most cases, runway incursions happen due to human errors. In this case, the pedestrians’ lack of situational awareness and failure to recognise the risks of walking down the middle of an operational runway were the key causal factors. Situational awareness is the understanding of your environment, which involves information processing and sound decision-making. No one has perfect situational awareness, but it is vital that one thinks ahead, and monitors, detects and recognises those factors that pose a risk. Above all, avoid complacency.
10-Jul-2022 NSWGA
ASK 21 Mi
Birdstrike
What Happened
At about 500 ft on climb out, the pilot of the glider under tow observed an eagle fly straight towards the tug. The tug pilot saw the bird approaching and made a sharp left turn. The bird passed the tug but was caught in the slipstream. The glider pilot reported “an uncontrolled rotating ball of feathers came straight at the glider hitting the port wing about five feet out from the fuselage. I requested a right turn back towards the airfield and released for a straight in landing on RWY 03”. After landing a maintenance inspector examined the port wing and found the bird had struck the top of the leading edge and slid over the wing leaving scratches and slight residue, but there was no structural damage, and the aircraft was returned to service.
Occurrences September - November 2021