Ball marking of powerlines, does anyone know how much it costs? Does it have to be
done by the local power authority or can it be done by contractors?
Trevor Burke
John Welsh wrote:
> The following details of the accident have been approved for release by
> the Beverley CFI and the RTO(OPS)WA in the interests of safety:
>
> The accident occurred on the 16/4/2001 at Beverley Airfield at 11:30
> WST. Blanik L23 VH-ZBZ was being towed by PA25 VH-BMF off Runway 34. The
> flight was a back seat check flight with the checkee flying the glider
> from the rear seat and an instructor in the front. At around two hundred
> feet, the instructor asked where the checkee would go if the rope broke.
> While the checkee was distracted with this the glider went out
> of station; the instructor cued the checkee to recover position, but
> while attempting this, the weak link broke at about 250 feet. The rope
> fell over the glider fuselage and wings, remaining there in spite of
> being released by the instructor, who took over immediately and
> manoeuvered the glider to land in the adjoining paddock to the
> north-west of the field. Unfortunately, in the stress of the moment, the
> crew didn't see the north-south power lines leading to the club-house
> and caught them on the starboard lower dive brake and tailwheel. The
> aircraft lost speed rapidly and rotated about the wires, striking the
> nose under the front seat very hard on the paddock.
> The aircraft was then dragged backwards 7 metres by the wires, which did
> not break. In spite of the instructor being in considerable back pain,
> both pilots vacated the aircraft immediately, in fear of electric shock
> from the intact wires, however, the pole breakers had tripped on
> contact, though a scorch mark is evident from wire contact point around
> the dive brake area. Extensive damage to the wings and fuselage was
> visually evident (now confirmed as a write-off). Club members arriving
> at the scene found the instructor lying on his back to relieve the pain,
> and the other pilot seemingly unhurt. On first report of the accident
> from an airborne relay, the duty instructor had summonsed the ambulance
> and police using a CDMA phone from a glider on the flight line, so
> emergency services were in attendance within 10 minutes. Both pilots
> were taken to the local hospital for assessment, the back seat pilot was
> allowed home,
> whilst the instructor was transferred to Perth. It was determined that
> he has suffered a fracture of one lower vertebra, is convalescing well,
> but still in a brace for a couple of weeks.
>
> Lessons learned as discussed at the Beverley Instructors Panel.
>
> Instructors:
> (1) When questioning students on "where to go" make sure correct tow
> station is maintained.
> All Pilots:
> (2) Know your club glider's straight ahead full dive brake performance
> - practice it on approach crossing the fence around 250 feet then see
> how much distance from the fence to end of roll
> (3) Consider what effect a tangled rope has on glide performance
> (4) Do you really know what's in your home field's emergency paddocks
> - organise paddock inspections as part of the day's briefing
> - make a map for the clubhouse showing landable areas & obstacles
> (5) Weak links do do their job (the instructor was "not surprised" that
> it broke). The weak link rope was professionally tested and it was of
> sufficient strength.
> (6) Does your field have any Non-Manoeuvring Areas even if you are
> aerotowing?
> (7) In low wind days, consider moving back your launching point to
> increase your straight ahead options.
> (8) O for Options in the pre-flight check is VITAL, don't let anyone
> gloss over it.
> (9) Consider ball marking any power lines in the vicinity of your
> emergency fields
> (10)If fixed phones cannot be installed at launch points, consider
> purchase of a CDMA phone for the pie-cart for emergency use. Have an
> emergency phone list available fixed in the piecart.
>
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