USHPA PILOT 9
GIN SPEEDRIDE HARNESS 4 The Gin Speedride 4 is the greatest Speedride yet. It’s known in the industry for its many unique features. At the top of the list, the removable airbag gives speedriding and speedflying pilots what they need for the occasion. It is extremely durable and has a protective airbag that can be zipped off to reveal a speedriding harness suitable for riding a chairlift. There are zero compromises in both modes, the harness looks perfectly at home on snow or in summer. Pilots have always wanted a harness to beat all and the Speedride does not disappoint. It has speed system pulleys and reserve bridle routing to the shoulders while still being reversible. It is form-fitting and comfortable in backpack mode. There are provisions for skis and an ice axe. It is a one-size-only harness that fits most pilots. It’s available through Super Fly Inc. - www.superflyinc.com, service@ superflyinc.com, and 801-255-9595, or your local dealer. FLYMASTER RETRIEVE SYSTEM The Flymaster Retrieve System is a web platform, within the Flymaster live tracking service which, working in conjunction with the Telegram mobile application, allows event organizers and group owners to track their pilots in real time, as well as do all the management of retrievals. It is extremely easy to use for organizers, pilots, and retrieve vehicles. This intuitive and easy to use system is a must for anyone running a competition. For FLYMASTER-USA more details, contact Jugdeep at jugdeep@flymasterusa.com.
Accident Review Committee
[ Analysis by > CHRIS SANTACROCE and JERRY KELLER ]
Paragliding and hang gliding accident reports. Summer and fall of 2020 brought the usual variety of reported accidents. We currently sit at 85 reported accidents (64 paragliding and 21 hang gliding) for the year, which we know is far lower than the actual total number of accidents and incidents that occurred. As a result of the pandemic, we also know we have had fewer flight hours this year than previously. We appreciate the reports that were filed and continue to encourage pilots to submit reports even if they are filed months after the event. We try to follow up and interview each person who filed an incident report. The information from interviews helps us understand the details for each accident and hopefully spot trends or common errors we can share with the flying community. Notable trends during the time period above include mid-airs, low maneuvering, blown launches and landings, and training hill injuries.
Mid-airs The usual crowded ridge soaring sites were the locations of the majority of mid-airs. Generally, the pilots were challenged with poor visibility and had a lack of traffic aware-
ness. It is notable that the reported mid-airs occurred among all experience levels ranging from new students to P3 and P4 pilots with decades of experience. Crowding was not actually a factor in some cases. Mid-airs appear to be just as frequent when there are only a few pilots flying. This serves as a good reminder for pilots to continuously look all around throughout their flight. One good exercise is to count the number of pilots flying. If you are unable to count because there are so many, it is often advisable to fly elsewhere or land.
Low Maneuvers Both pilots with as much as 20 years experience and pilots in the first month of flying found themselves in trouble by making low turns. Reasons for these turns varied from wanting to catch an elusive thermal to a pilot daring to do a first 360 when not high enough. During the season, we had regular reports of incidents resulting from these types of lapses in judgment. In cases where there were trees, the pilots often escaped unscathed; in places with no trees, the injuries were sometimes serious. Whether we are fledglings
or veterans, a last-minute decision is usually a bad decision. The decision to do a circle is a life choice, and all pilots would do well to seriously consider their situation before attempting them. The smaller the hill (less altitude) and the greater the wind, the less appropriate it is to circle.
Blown Launches and Landings
Even with the lower flight time of 2020, there have been several takeoff and landing accidents, some resulting in injuries. This phase of flight continues to be our highest accident category. Misreading the conditions, attempting to launch or land with poor skills, and flying beyond one’s capabilities are typical reasons for these incidents. Before each flight, you need to make safe decisions about the site, the conditions, and your capabilities. You should always be prepared to pack up if conditions are not good for you and your ability. We all know there is some pressure to fly especially after all the preparations to get to launch, but we cannot let that pressure keep us from making safe decisions. In this sport, there is no shame in calling it and packing up. Strong launch and landing