The tow operator makes numerous errors, made obvious by the
parachute.
This accident/incident occurred in mid May north of Dallas at a
clinic given by Dave Broyles, the USHPA safety and training committee chairman,
for the instruction of USHPA certified instructors in scooter towing. Dave Broyles is the scooter tow operator:
Here is my review of what the problems were with this tow in chronological
order:
1) This is a brand new student. Notice that he has to run reasonably hard to get
the glider in the air. A good run, but why is this required? Wouldn't it be
safer to have a set up that allowed for a much less vigorous run?
Why is the student required to run so fast? Because he is flying a WW Falcon
195, instead of a WW Condor.
2) Requiring this amount of speed, air and ground speed, makes it difficult for
the tow operator to keep the student near the ground.
3) Student is pulled too high to begin with, and the student is already put in a
dangerous position. With this level of experience the student should be no more
than three feet off the ground.
4) By looking at the parachute opening you'll notice that after
a few seconds the tow operator notices that the student is too high and backs
off on the throttle releasing line tension. But instead of letting the student
get lower, the tow operator
quickly pulls the line tight again instead of letting the student descend to the
proper low altitude.
The tow operator should have reduced line tension and left it reduced, getting
the student back down to a safe altitude. But perhaps the tow operator was too
concerned about the student hitting the ground, because his speed is too high
because the glider is too small.
5) The tow operator continues to keep the student too high.
6) The student begins to go off to the left a little, but the tow operator does
not reduce the line tension and does not bring the student down.
7) As the student continues to go off to the left more, the operator does not
reduce the line tension. It is already too late. The student is too high.
8) When it is way too late the tow operator reduces the line tension as the
glider crashes.
As I see this accident it is completely avoidable and completely the
responsibility of the tow operator to make this operation safe. The student
should not be relied on to do anything correctly. It is the tow operator's
responsibility to create a safe tow. This was not a safe tow.
That is simply a student who doesn't understand roll control . A
slight roll occurred followed by the student falling into the turn , and he was
cross controlling. The student exhibited no proper roll input whatsoever.
That wasn't a scooter incident, it was nothing but poor technique. That's why I
keep people three to five feet off the ground on a Condor until proper body movement is
established. I'm not saying that this incident can't happen to my students, but
it hasn't. I try to eliminate it well before it becomes a problem.
As you know, in almost 17,000 tows now, I've never had a customer break a leading
edge.
I also noticed that the operator of the winch decreased power quickly
immediately after launch as you can see the line drop to the ground with a lot
of slack. If that kind of inconsistent winch tension continued, it would also be
harder for the student to have steady speed.
I couldn't see how the tow line is attached. But, if the tow line was only on
the pilot, instead of using a keel attachment also, then there is more bar
pressure and a slightly higher angle of attack , and that makes it harder for a
student to control as a beginner.
It was a slight turn that wasn't corrected properly. In fact it was a turn that
was completed uncorrected, even enhanced by poor body control.
How do we eliminate it? Use a Condor with the student's feet just two to three feet off
the ground until the instructor has ensured that proper hip movement occurs.
Keith Smith from St. Louis has agreed to come up and tow for us
while our regular tow pilot, Bogdan, takes care of some Homework. Keith is an
ATP rated pilot and can tow all rated Hanggliders. Instructor ratings are just
around the corner for both Mike and Danny.
Tracy Tillman writes:
Lisa and I flew down to Hang Glide Chicago on Wednesday and
trained and gave the tug pilot his rating. I spoke with Tommy Thompson at
Whitewater, and he said that the instructors had completed the flying work for
their ratings, but that they both still needed to create/provide a log of flying
experience and an instructional record before receiving their ratings.
The definition of a business is a transaction that provides
regularity and consistency in its service at a profit. Given that we depend on
weather and training site conditions, no wonder some can never can make enough
profit.
The trick of any instructor or school is to figure out a training plan that is
as regular and consistent as is possible given the local conditions. This will
determine the ultimate size of your business. The scooter tow system is part of
the package now that can fill in for the hill when the wind direction is wrong
and can be placed in a highly visible location. The condor or a very large low
and slow glider (for the persons weight and wind) and quiver of progressively
smaller sized training gliders provides the consistency of service from no wind
to breezy.
If local climate is the issue, than only provide the service during that time of
year of when it is consistent and regular. It may not be a business that you
depend on for your sole personal income, but it will help the sport and local
population knowing the one could learn how to hang glide during this set time of
year. Being consistent with your availability is the rule though. Those class
dates would be prominently advertised on your website, the local hang club and
in your promotions the rest of the year.
You may even enjoy yourself more, knowing that you don't depend on this. Even a
part-time or seasonal business makes a profit too so don't devalue the service.
That cheapens it for every other instructor. That would devalue it in the eyes
of the client and again all you will get is "I'll try hang gliding today"
students, not to mention the all the other one time thrill students this one guy
tells. The rest of the year could be devoted to just finding those five serious
students.
Minimizing all ongoing expenses to what can actually be supported and is needed
- like year-long rent for shops and office costs is a given. Accepting these
expenses depends on how much potential volume you can generate (high population
areas) and how consistent and regular the service can be. You can make money in
a highly variable location by switching your centers of operation based on the
conditions. Again, the low power scooter tow - condor system can be a great help
here.
I have found that small business owners are the best customers because they know
the value, effort and time you put in is immense - they accurately value things.
If you show them semi regular progress they will be happy. Don't be afraid of
start pricing the lesson at cost per number of flights and than tying a lesson
discounts with equipment purchase and tie waiving of flight limits with purchase
of lesson packages. One introductory lesson without any of these commitments is
appropriate. Always provide choices, but make sure each choice your provide
makes you money.
I provide a lesson plan in four steps of three lessons each. I like the plan of
providing a $110.00 first lesson introduction with 7 flights and then having
clients purchase three lesson package at $300.00.
The next of set of three lessons is where most of the risk of damage to
equipment occurs, thus the single lesson price goes up to $130.00 but remains at
$100 if a step package if bought. Unlimited flights (till performance progress
remains static or diminishes) is provided if the first piece of equipment is
bought (full face helmet).
Always connect the next three lesson step with a vivid experience (create a
video showing these experiences) they will have in the training and with a
crucial piece of equipment they will need to perform it. Never talk to them
without this piece of equipment in front of you.
Since the second step requires long distance communication and unassisted
flight, purchase of a radio is appropriate. The lesson price remains at $100.00
if another lesson step package of three is bought. Unlimited flights are
provided if the radio is purchased. Also, get the measurements for the harness
for the third step in the training. Have an adjustable full pod harness made for
this step in case the harness is not manufactured in time for their training.
The third three lesson step in training often involves strategic skills and
maneuvers and becoming more familiar with customized equipment. Thus the
definition of lesson turns to tasks taught, understood and attempted not number
of flights. Purchase of harness and parachute is tied to unlimited flights. The
free parachute clinic is tied to this step but the equipment must be ordered.
Purchasing the falcon, target, sonic (anyway we need to stick to true beginner
gliders) and vario is tied to the mountain tour in the fourth step (shown in the
flying video with beaming new pilots wearing the equipment you will have them
purchase)
Stick to these prices and policies with everyone. People are very sensitive to
fairness. Sometimes, a client can barter some of their crucial skills in
exchange for a lesson. This is still a transaction in equal value.
You may consider providing the choice of paying by the hour, say $40.00 an hour,
or the above plan. They will soon turn to the above plan! Clients are paying for
the time, attention and effort you put in transforming their bodies and brains
into birds. Private lessons are always cost more, so charge extra To put this
all in perspective, I pay may yoga teacher and ongoing $850.00 a year, my
horse-riding instructor $45.00 an hour, my guitar teacher $25.00 an hour.
Ole has a desk job? What a strange world we live in...
That blog thing sure took off! Ones on Blogspot and Typepad are recognized
automatically, Drupal, Frog, and AOLPress are done, and ones with RSS or Atom
feeds are real easy too. Any others with a constant, dated, article layout are
probably easy to set up as well.
Too bad Google Translations doesn't do Dutch or Norwegian (yet?).
The excerpt articles show up most-recent-first, naturally.
Unlike on Sunday with its sky full of clouds from the early
morning over running, Monday was blue. Great winds with a south southeast
direction and 33 knots at 3,000'. No clouds by noon. We'll wait for tomorrow for
hopefully some clouds in the morning.
Peter Lehmann is teaching David Glover to fly his new Cessna 150 and they were
out early this morning at the airport. Gives Pete and David a way to keep from
going nuts.
Manfred is all set with an external battery for his Compeo, as it didn't seem to
last more than eight hours. I've tested my Flytec 5030 and it goes for over 24
hours. I'm got my Colibri, an IGC certified datalogger, tucked up in my sail.
Subscribing and Unsubscribing to the e-mail version of the Oz Report
You are in charge of your e-mail subscription to the Oz Report. If you wish to unsubscribe or subscribe, click: Subscribe.
Credits
Gerry makes the Oz Report portal much smarter. He is a web consultant and a PHP expert. He's the brains behind the Oz Report
web site, so contact him for PHP
programming services.
The Oz Report, a near-daily, world wide hang gliding news ezine, with reports on competitions, pilot rankings, political issues, fly-ins, the latest technology, ultralight sailplanes, reader feedback and anything else from within the global HG community worthy of coverage. Hang gliding, paragliding, hang gliders, paragliders, aerotowing, hang glide, paraglide, platform towing, competitions, fly-ins. Hang gliding and paragliding news from around the world, by Davis Straub.
