Ok time for a babe in the woods to add 2.2c worth (incl GST)
Being mostly winch trained, the NMA is taught to be a BAD place to be in,
and you should NEVER be in there.
Certainly the winch NMA is a different kettle of fish as there is no way
that the (motor) can pull you through it, unlike aero tow.
[pause]
(Just adjusting flame suit)
Now for the sake of stimulating some possible further discussion:
I am sure there will be plenty of very, very senior pilots who will perhaps
pass comment, or at least think some harsh thoughts : but (in the name of
being a devil's advocate) surely IF a safe launch cannot be conducted - due
to spending some time in the NMA - then the flying site is clearly not
appropriate for aerotowing (or any launching)operations?
Certainly I would not operate a winch launch on a site where each launch put
me into the NMA.
To fly through a NMA, relying on cable integrity as well as an internal
combustion engine scares the goonas out of me (bit of a purist you see).
Call me ignorant (ignorant) but is there some small grain of truth here?
Philip
Wee Waa Gliding Club: Safety, fun, family.
>From: "Christopher H Thorpe" <[EMAIL PROTECTED]>
>Reply-To: [EMAIL PROTECTED]
>To: <[EMAIL PROTECTED]>
>Subject: RE: [aus-soaring] Tow height when launching
>Date: Mon, 30 Apr 2001 19:33:13 +1000
>
>Harry
>
>There is a period during most aerotows where the option of landing within
>the confines of the site are not available, that�s why pilots are trained
>to
>identify suitable off-field emergency landing areas during the early stage
>of the tow. However, our training system also recognises that if the
>launch
>is not proceeding well it should be abandoned. While the tug pilot is in
>command of the combination, the glider pilot also has some responsibility
>for the safety of the flight and should not rely on the tug pilot releasing
>(e.g. the tuggie could have his hands full).
>
>All I can say is that it must have been a marginal paddock for there to be
>merit in persisting with an unsatisfactory tow until the tug went through
>the fence.
>
>Christopher Thorpe
>
>-----Original Message-----
>From: [EMAIL PROTECTED]
>[mailto:[EMAIL PROTECTED]]On Behalf Of Harry
>Medlicott
>Sent: Monday, 30 April 2001 16:25
>To: aus Soaring
>Subject: [aus-soaring] Tow height when launching
>
>I am somewhat disappointed, but not surprised that my effort( 24th April )
>to contribute to safety by reporting an accident resulted in more
>nitpicking
>comments than useful discussion. It is not pleasant referring back to
>incidents involving oneself but it is only by analysing accidents that we
>can learn from them. A few comments on my original notes and associated
>replies;
>
>I was in high tow, which for me meant just above the slip stream, but then
>went about 1 or 2 metres higher. Perhaps the height above the ground was
>as
>much as 5 metres but as I did not have a leadline to measure the height and
>am relying on a memory of eight years ago cannot be precise.
>
>Comments re entry of the non-manoeuvring area are either an example of
>ignorance of wishful thinking. When winch launching, respect and avoidance
>of the n.m.a. are both possible and highly desirable, but on aerotow it is
>a
>different kettle of fish. Probably at lease 10% of aerotows spend time in
>an n.m.a. and on some airfields every flight is in the n.m.a. for from a
>few
>seconds to upwards of a minute. If we were to release when we anticipated
>entering the n.m.a., (not much use releasing when we are in it!) then
>imagine the consequences, not least for those who had already entered to
>n.m.a. Except in obvious cases I believe that not many pilots are aware of
>when they are approaching a marginal situation. Surely it is primarily the
>tug pilots responsibility to release us, depending on his evaluation of
>power available and conditions ahead. He must have a very good idea of his
>ability to safely clear obstacles and usually has many times the experience
>of the pilot he is towing.
>
>Fortunately the GFA by setting standards and providing release testers has
>largely eliminated part of the problem of premature releases. A new 60m
>length of 12mm 1400kg breaking strain poly. rope costs $25.00 so please
>scrap and cut up tow ropes when they become frayed.
>
>There are also situations when it is most prudent to stay close to the
>ground until a speed of 10 or 15kts above stall speed has been reached.
>Certainly under windy and turbulent conditions this applies, unless you
>wish
>to be unceremoniously dumped back on the ground, and also with heavily
>ballasted gliders. A tug will almost always be airborne well before a
>standard class glider ballasted to 50kg wing loading. At this weight
>severe
>damage will result in stalling from 1metre. I have seen it happen twice.
>A
>heavily ballasted glider must exercise extreme care when launching, the tug
>has less acceleration, and any idea about transiting immediately to high
>tow
>after lift off may well have a disastrous result.
>
>
>
_________________________________________________________________________
Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com.
--
* You are subscribed to the aus-soaring mailing list.
* To Unsubscribe: send email to [EMAIL PROTECTED]
* with "unsubscribe aus-soaring" in the body of the message
* or with "help" in the body of the message for more information.
