Hang Glider Accident Report - Major
Prepared By: Joe Gregor
Synopsis
At 4:05pm Friday, April 26, 2002, Edward Anthony Reno, 46, Greenbelt, Md., crashed immediately after launching from the left ramp at the Pulpit, an 1100 AGL mountain site overlooking McConnellsburg, PA. The pilot sustained fatal injuries and died at the scene.
The following narrative represents a 'best-guess' as to the course of events based on physical evidence and witness statements. I cannot certify all of the elements below as 'fact.'
The pilot showed up at the Pulpit anticipating other pilots would show, since he had e-mailed his intentions via the local club list-serve earlier that day. When no other pilots showed, the pilot recruited two willing assistants from the local restaurant. This is a customary practice in such situations. The pilot briefed the wire-crew before positioning the glider on the ramp. Once in position on the ramp, the pilot hooked in. After a 5 minute or so wait, the pilot most likely launched into a momentary lull, as indicated by the fact that he managed to get a step or two on the ramp prior to becoming airborne. A strong gust immediately after launch turned the glider left, or else aggravated a left turn developed during launch. The right wing of the glider struck a dead tree on the left side of the launch slot approximately 50 feet up in a near level flight attitude - spinning the glider violently to the right. The nose upper wire and right wing upper wire were damaged as the glider exited the tree encounter, facing back toward the launch slot. In the ensuing stall recovery the pilot entered a secondary stall while in a left bank, turning away from the ridge. The glider developed a severe left sideslip, impacting the terrain and crumpling the left wing. The pilot and control frame struck an adjacent boulder nearly simultaneously, bending the left downtube around the rock and inflicting fatal injuries upon the pilot.
Location
The Pulpit (approx. 2200 MSL), located adjacent to the Mountain House Bar & Grill on U.S. 30 in Todd Township, PA. The Pulpit is a ramp launch installed at the crest of a large slot. The ground before the ramps slopes off moderately and is covered with large limestone boulders ranging from 100 lbs to 20 tons. The slot is bounded on the right by trees backed by high tension lines, on the left by trees both dead and alive, and on the front by tall dead trees (gypsy moth damage). Two ramps are installed at the site. The ramp used for the accident flight was in the left-hand side of the slot. This ramp is approximately 14 feet wide, 20 feet long, and has a 15 degree slope. The distance from the centerline of the ramp to the tallest trees on the left side of the slot was estimated to be approximately 200-300 feet.
Conditions
A precise description of the conditions at the time of launch is not possible, due to the absence of pilot witnesses. One pilot observation of conditions in the valley approximately 30 miles SSE of launch at the time of the accident estimated the winds to be NW10-15G20 with an occasional North cross. Another pilot in the same valley estimated the winds to be 25 mph with a 10 mph gust differential. One pilot flying cross country near launch at the time of the accident estimated the winds aloft to be approximately 20 mph. Another pilot flying cross country in the same general area achieved an average 23 mph groundspeed over the course of his 3.5 hour flight. These flights resulted in cross country distances of 140 and 80 miles respectively, exceptionally long for this region. Surface conditions at Hagerstown, MD (approximately 20 miles SE of launch) were reported WNW13G21 at 4 pm, and NW21G24 at 5 pm. Conditions at Altoona, PA (approximately 40 miles NW of launch) were reported WNW18G24 at 4 pm, and WNW21G27 at 5 pm. Winds at the Pulpit launch are typically stronger than prevailing in the surrounding area due to the topography of the region. The left ramp is often selected in the event of a North cross, or if winds are strong enough to make moving the glider onto the steeper and taller North ramp difficult.
Pilot Statistics
The incident pilot held a USHGA Intermediate pilot rating. Special skills included airtow, assisted windy cliff launch, turbulence, and restricted landing field. A review of the pilot's logbook indicated that he had approximately 126 hours total airtime in hang gliders. Pilot experience in the previous 12 months included:
There was a clear logbook trend of self launching in strong conditions at the Pulpit, including:
Reconstructed Chronology
The pilot hooked in after positioning the glider on the ramp.
Conflicting testimony had the pilot launching from somewhere between halfway down the ramp and near the end of the ramp.
Description of Glider & Harness
The glider - a Wills Wing UltraSport 147 (S/N 34110) - suffered significant damage in the accident. The top front upper wire was frayed and broken approximately 39 inches from the kingpost. The top right upper wire was slightly frayed 44 inches from the leading edge/crossbar tab; the plastic sheath was stripped from 37 to 44 inches from this point. The left rear leading edge was snapped off where it entered the front leading edge sleeve, approximately 72 inches from the endcap. The left rear leading edge was dented for approximately two inches, approximately 43 inches from the endcap. The left front leading edge was broken approximately 43.5 inches from the noseplate endcap. The left front leading edge was compressed laterally and dented approximately 6.5 inches fore and aft of this point. The keel was bent upward approximately 10 degrees just aft of the double sleeve at the nose plate. The keel was dented from below and broken upward approximately 33.5 inches aft of the noseplate endcap. The left crossbar showed signs of recent abrasion in a region 7 inches long starting 22 inches from the noseplate endcap. The left crossbar was bowed upward by approximately 1.5 inches with apex 35 inches from the crossbar/leading edge bracket. The left crossbar was dented from below and broken upward approximately 38 inches from the socket crossbar center ball joint. The crossbar hinge bracket was twisted left wing upward. The right leading edge was dented for approximately 4 inches, approximately 115 inches from the noseplate endcap (near the crossbar/leading edge junction).
The left downtube was severely dented and bent outward along the left side rear in two places: a) from 8 to 9 inches from the control frame apex, and b) from 18 to 20 inches from the control frame apex. The opposite end of the downtube was displaced laterally to the left of its normal position approximately 20 inches. The leading edge of the speedbar was slightly dented and bent approximately 19 inches from the right downtube. The forward edge of the right downtube and associated nosewire were slightly dented and frayed approximately 1.5 inches from the corner bracket. The right nosewire was cut in the extraction.
The battens were severely dented and many were broken - including the nose-battens. Several of the inboard batten pockets were torn from the sail at the curved end. The sail suffered numerous cuts and tears, primarily to the left wing. No attempt was made to document this damage in detail.
The left leading edge tri-lam showed signs of scuffing in two areas from 36 to 44 inches, and 140 to 144 inches, from the noseplate opening. The right leading edge tri-lam was scuffed and torn away approximately 111 to 116 inches from the noseplate opening, in an area near to the right crossbar/leading edge junction. The undersurface adjacent to the tri-lam was scuffed and scratched in an area from 24 to 28 inches from the noseplate opening. The top right ground wire entry slit was torn out and the sail torn to a point approximately 9 inches aft of the slit.
The harness strap and parachute bridle of the Wills Wing Z-series harness were cut in the extraction. The frontspiece behind the parachute container was cut in the extraction; the zipper was closed. Both shoulder straps were cut in the extraction. The carabiner was found hooked through the primary and secondary hang loops; closed and locked. The harness was found with boot unzipped. Abrasions across the upper back of the harness indicate movement during impact from left shoulder to right shoulder. There was no apparent crash damage to the front of the harness. The chest mounted parachute was found to be in perfect condition.
The helmet, which was discarded prior to analysis, reportedly suffered severe damaged to the back. It is uncertain whether or not the helmet strap was buckled or separated. A description of the helmet indicated a roughly circular depression approximately 2 inches in diameter and 0.5 inches in depth to the back.
Police Verbal Report
The winds were straight-in at an estimated 18-28 mph. The pilot recruited two men from the Mountain House Bar & Grill to assist him in launching his glider from the left ramp. No other pilots were present at the time. The pilot launched his glider and went "straight up," turned left and hit a tree near the edge of the clearing in front of the ramp. The glider then fell to the rocks below. His helmet was found some distance from his body with damage (described as splintered) to the back.
Rescue Squad Verbal Report
The pilot suffered fatal trauma due to a high speed impact. The helmet and shoes were found separated from the pilot as consequence of the collision. The state of the helmet strap was uncertain, but the boot of the harness was found unzipped. Ladders were used to facilitate movement to and from the wreckage. The glider was found with the pilot wedged between two large boulders in line with the left hand edge of the left launch ramp. The wreckage was located approximately 50 feet forward of the end of the launch ramp. The tree reportedly struck by the glider was approximately in-line with the wreckage.
Witness #1 Verbal Report
The witness was approached at a local mountaintop restaurant located nearby and asked to help launch the incident pilot. He was given a short briefing on wire crew duties prior to assisting the pilot in ground handling the glider onto the left ramp, taking the left wing position. The pilot positioned the glider approximately half way down the ramp prior to launch. Winds on the ramp were straight in and very strong. The witness reported holding significant pressure on the left wire to keep the wing down. The pilot asked the wire crew how much pressure they were holding at least once prior to launch. After approximately 5 minutes the pilot called clear and the witness stepped back as directed. The call of 'clear' came somewhat as a surprise, as the witness though the pilot would wait for the wind to die down first. The pilot took a couple of steps and the glider descended slightly before shooting upward. The glider appeared as if it were being pushed back and then turned left. The glider struck the second highest dead tree in the slot area to the left of launch with its right wing, spun around, and came down. The entire event lasted less than 10 seconds. The witness went down to the pilot to hold his hand and pray over him while the other wire crew person went to get help.
Witness #2 Verbal Report
The 75 year old witness was approached by the pilot as he was leaving the bar with witness #1. They were having lunch and a few beers after golfing earlier that day. The witness was asked to hold down the right wing. The witness was unsure which ramp was used but confirmed the left ramp by the condition of the boards. The pilot asked one of the wire crew to hold the nose wires while he hooked in after ascending the ramp. The pilot positioned the glider very close to the end of the ramp prior to launch. They were not up very long at all before the pilot called clear. Conditions were very windy, and the witness had to maintain significant pressure to hold the wing down, but he had no trouble holding on. The witness was uncomfortable, however, as he was afraid of heights and was wearing only his golf shoes. The witness stepped back when the pilot called clear and reported that the pilot "shot up." The witness turned to exit the ramp and turned back to see the glider impact the ground after hearing a call from his golf partner.
Analysis
Due to the lack of pilot witnesses, and the death of the pilot, little can be concluded with certainty. The glider showed no evidence of structural failure prior to the collision. The pilot appeared to be properly hooked in. It is impossible to determine the condition on launch at the time of the accident with precision. Non-pilot witnesses would likely report any wind direction within 30 degrees or so of perpendicular as being 'straight-in.' Reported surface wind velocity and direction in the area varies from WNW to NNW at 10 to 27 mph. It is likely that the winds at launch were strong and highly variable (switchy) both in direction and velocity.
The glider showed clear evidence of an in-flight collision. The right leading edge was dented at the crossbar/leading edge junction. The tri-lam adjacent to the leading edge dent was abraded and torn in a fore-aft direction; indicating a near-level flight attitude at the time of collision. The top front ground wire was broken under tension and the top right ground wire was abraded and frayed; indicating that the right wing went low and/or passed below some branches during the tree encounter.
The position of the wreckage indicates that the pilot had time and altitude to recover from the initial stall after the tree encounter. Witness estimates place the wreckage approximately 200 feet from the trees at the left side of the slot. Assuming the tree encounter occurred as high as 50 feet (trees estimated to be 60 feet tall), this represents a 4:1 glide. Given the estimated winds, a fall directly from the tree should have placed the wreckage much closer to the left side of the slot.
The glider impacted the terrain from a significant altitude with little or no forward motion, indicating that the pilot entered a secondary stall after the tree encounter. The geometry and severity of the impact damage indicates that the glider impacted the terrain in a left bank, slightly nose up, and in a severe left sideslip. The left rear leading edge shows signs of impact damage outboard of the first break at the double sleeve, indicating that the left tip impacted the terrain first, snapping off the rear leading edge. Direction and severity of the damage to the remainder of the wing indicates that the impact forces were initially lateral from the left side. The left forward leading edge was compressed laterally for 13 inches around a second break between the crossbar/leading edge junction and the nose. The left crossbar was bowed upward. The crossbar hinge bracket was twisted left wing up.
The pilot and control frame of the glider collided with a large boulder essentially simultaneously with the rest of the wing. The left downtube was partially wrapped around a large diameter object which also invaded the left crossbar and keel. Damage to the aft edge of the upper left downtube near the control frame apex indicates that the control frame impacted a large boulder with little or no forward motion. The left crossbar was broken upward at a point well displaced from the maximum of the bowing documented earlier. The keel was broken upward at a point forward of the control frame apex, and the keel was bent upward just aft of the noseplate. Both the crossbar and keel show signs of impact damage from below. The harness showed signs of abrasions across the back moving from left shoulder to right shoulder. Reported damage to the helmet was confined to the back.
Probable Cause
The probable cause for this accident was failure of the pilot to maintain aircraft control and/or proper clearance from the terrain immediately after launch.
Mitigating factors include:
Launching in conditions near to or exceeding the generally accepted operational limits for the type/class of aircraft and pilot rating/skill level.
Other pilots flying that day judged that local conditions would likely be too strong for that site. Reported prevailing winds in the area met or exceeded the stall speed of the glider. Reported gust factor in the area was at times close to 50% of the stall speed of the glider. It is likely that launch conditions exceeded the Intermediate Pilot operational limitations recommended in the USHGA Pilot Proficiency System. Additionally, this site is known for turbulent launch conditions when experiencing a cross, even at wind speeds below those reported on this day.
Use of a totally inexperienced wire crew, one of which was reportedly uncomfortable with the situation due to extreme age and a self-reported fear of heights.
Under the conditions likely prevailing, it is quite possible that that wings were evenly loaded when the pilot called clear. It is also possible, though less likely, that the pilot initiated the launch before he was stable, due to apprehension that one or both wire crew persons might release prematurely due to the strong conditions.
The pilot's propensity to fly extremely close to the terrain at times while attempting to soar under marginal conditions.
Although conditions hardly seem marginal at the time of launch it is possible, though unlikely, that the pilot launched into a sink cycle and felt that he needed to fly close to the terrain in order to get up and/or clear the slot. The pilot had been counseled regarding extreme examples of this behavior in the not so recent past.