My Email:[email protected]
傘型: nova-xyon28
台號: 火狐狸

Comments:
五月十日高雄一位傘友偕伴來台東高台飛行，起飛時氣流正旺，但仍順利飛出，同時
盤至四百以上之高度，彼時天空亦有本隊士官長．飛鼠．飛狼．毛蟹．人事等數頂傘
同時飛行，相當壯觀．惟不知何時高雄傘友轉向飛往泰平山與高台間之山隘，欲返回
時造成頂風無法前進至高台山脊前緣狀況，雖經同伴立即制止並指導，惜高度遽
降，終遭背風亂流下壓造成夾翼重落地，經本會協助立即送往台東馬階，現已送回高
雄．本隊衷心期望該傘友早日康復．籍此提醒諸傘友，各飛行基地天候及地形均不盡
相同，以高台為例，起飛場後方是背風區，若傘友高度不足，宜在山脊前盤旋，佳，
否則極易產生意外．若高度夠（六百以上）氣流穩定，是否飛往北方則請量力而為或
利用無線電詢問本隊資深飛行員士官長．飛鼠．飛狼及人事等人，必有善意回應．本
隊竭誠希望諸家飛行先進飛得安全，並不吝來台東給予我們指導．

殺豬仔 - 05/25/98 17:39:48

Comments:
非常感謝 AT3 費心的為大夥翻譯這編重要之事故報導.辛苦您了!!!!提出這個各案是
希望同好們能重視其有關之安全問題...大家是否記得國內亦有一例ㄋ..主角正是在
下.地點翡翠灣起飛區北北東側約70公尺.距地高45公尺.風向東北風.2秒/公尺.遭遇狀
況--左邊第一組繩斷裂彈開.依序是右 撞臚@組.左側第二組.最後是右側第二組.前面
1.2組全部向上飄揚.見傘衣呈L型只剩3.4組連接.旋即產生deep stall開始失速下墜.
跌入是約20公尺高之相思樹.衝斷枝椏後再撞矮樹.而後摔到蕨類上.幸無大礙.事後禁
慾三月.植樹百株為報...經檢測左右前兩組繩全部斷掉.共22條(斷裂處於上?有8條.
下方14條).後兩組及控制繩完整.緣於選繩過細.且傘繩劣化.強度不足所致.該傘為國
內競賽級.使用約兩年.本人為二手用者.當時飛行資歷兩年.約B+級....祈望本人超越
恥辱之自白能驚醒沉睡中之大眾.唯有傘友們平安與幸福.我肉體的疼痛才有了代
價.....在此.本人謹代表飛行員全

AT3 - 05/24/98 14:33:50

Comments:
感謝殺豬提供下列資訊: 根據1998年6月號PARA WORLD報導指出在1997年11月8日於日
本福岡縣內發生飛行傘因傘繩斷裂而產生的意外 事件,根據事故報告書意外產生的經
過及原因大致如下: 事發當日於平尾台空域,49歲的男性飛行員擁有P級證書飛行經驗
約5年半. 飛行氣象當時起飛場風速每秒1公尺有稍強的熱氣流.起飛後15-20秒到達100
公尺高度 時左翼端約夾葉1/4隨後向左大旋轉下降(有進行排除)轉了180度.其後傘變
成大幅度垮 下來只剩1/4完整然後掉在下面約30公尺的山坡地上.飛行員第4截腰椎輕
度壓迫性骨折, 右腳踝骨折約2個月才能復原.經檢視傘後發現A,B組吊繩几乎全斷
掉,C,D組和煞車線只 剩幾條未斷的.折斷部份呈卷曲狀判段是在空中斷裂的.該傘具是
1993年10月出廠,同年1 2月該員以新品買進.經過4年的使用總飛行時數約70小時,起降
次數約150次.其間並無 遭到無特別的損壞.對斷裂繩索檢查後結果如下:32條主要吊繩
中有24條斷裂,分岔吊繩 有23條斷裂.殘留下來的吊繩經強度測試最大抗拉強度
46.6kgs, 最小24.7kgs, 平均只有31.5kgs.而新品的強度是要到120kgs. 平均強度只
剩下20-38%.判斷原因是由於事故發生前傘繩已經嚴重老化,而不能及早發 現所致.這
是因為飛行傘的繩子材料KEVELAR或DINEMA製造,外面均以 polyester包覆,以致於對裡
面老化的情況無法檢修,不像沒有包覆的繩子可以憑目視檢 查其情況.操作說明書中均
有記載傘繩的檢查時機或更換的規定.傘繩老化的程度和使 用狀況,空域場所等環境均
有關係,無法用單一的基準來判斷.現在飛行傘的性能都已經 提昇.舊傘更換的時間有
長期化的傾向??.今後因傘繩老化而生的意外恐怕仍然會發生. 謹慎依照規定定時檢查
或更換零件避免意外的發生是必須及早進行的.日本滑翔翼安全 性委員會發佈的通知
指出傘齡 3年以上飛行傘若傘繩強度測試不及1/2強則應更換新部品,1/2以上3/4以下
則應謹慎使 用並縮短檢查的間隔時間.強度不佳或不安全的傘應不要再轉賣. 以上的
報導對我們有相當的警惕作用.因為台灣的平均氣溫高於日本而高溫和紫外線是 造成
飛行傘老化的2大原因.對於自己使用的傘具除善加保護外也要按操作手冊(我懷疑 多
少人有操作手冊甚至仔細的看過內容)定期檢查.通常新傘使用後一年時要回原廠或 送
到經銷商處加以檢查.如果沒有經銷商能替你服務只好自力救濟.使用兩年後如果覺 得
傘的表現已不如以往則是傘布老化氣密性不佳浮力性能等受影響,吊繩變形以至使傘
的性能衰退,這時後你就得開始"騎馬找馬"物色適合你的下一頂新的好傘.若飛滿3年而
你想再飛的安全又愉快除了換傘大概沒有別的方法了.

失事者姓名: 隊長
失事時間: 8月16日 1998年 --星期日
失事地點: 萬里小降落場(草坪內)
造成傷害: 左手腕骨折, 及肌腱拉裂, 頭部撞傷, 當場昏迷數分鐘, 有輕微腦震盪.

失事原因: 失事者因氣流不夠降落於萬里小降落場, 傘已經打包完畢, 在小降落場正
與人談話; ---此時一位重達80多公斤的新學員(第12次飛行)正降落於小降落場, 而
在接近地面時, 有一輛遊客的車子正通過小降落場, 該新學員在緊張之下將傘緊急
轉彎, 而撞上失事者(撞人的也可算是失事者, 只差沒受傷), 失事者在沒有任何預警
及任何動靜之下被撞倒, 而反射動作的將左手插地, 當場昏迷, 及造成以上之傷害.

-----本人之意見: 我認為這只是冰山的一角, 只是還有很多危險還沒有浮現出來.
-----空中交通規則應加強及增加, 包括打方向燈(用手指出行進方向), 按喇叭(吹哨子
或喊叫)…..等等.

********各位是否有高見, 請提出討論********

PS.-----陳道年 現在已經出院(共住院6天). 手骨共打6根釘子.

劉紹卿 - 05/31/98 20:44:50
台號: 小流星
電話: (02)26742481

Comments:
飛 行 傘 失 事 報 告 表 失事者姓名: 小流星 (劉紹卿) 造事地點:翡翠灣起飛點左
後方20公尺 造事時間: 西元1998年5月30日14時 狀況發生到墬地高度:小於8公尺 發
生過程敘述: 由於上升氣流很好,本人就在起飛場練習360度迴轉後降落 ,每次迴轉到
降落定點必須離地少於5公尺,由於第一次 使用這個傘,在之前操作時,對此傘的速度'
靈敏性'及折翼 回復性(大夾後旋轉45度內自動回復)等性能非常的驚訝, 所以就過度
的信任該傘.然後在演練多次後,由於阻風繩拉太多造成一些失速,以致於離遇定高度低
了5公尺,而順風(地速約55kmh)撞上一45度的短草斜坡,撞上時雙腳舉起與斜坡約15度
著地,但是大部份的力量都在屁股撞上,然後人再往前翻一圈撞上安全帽,以4腳朝天定
格.過了3秒後立刻忍痛站 _來說"沒事".(以上著地的力量分配為,腳5%,屁股40%,頭部
20%,旋轉30%,其它5%.) 造事之主要問題: 1.安全間距預估太少. 2.對傘性不夠熟悉
時,應該保守些,應有更大的安全估算. 技術上應學習的部份: 應在安全的空域,及安全
的高度下先演練過度拉單邊阻風繩的時候, 會有多少下降率的數值估算出來後,再作演
練. 知識上應吸收的部份: 應將原廠規格表研讀清楚. 心理復健之建議: 如果這個不
是不好的動作,那你必須再更謹慎的練習到熟練為止,否則這個陰影將永遠跟著你.會構
成未來的學習障礙.
 

• Reporter: Klaus Emde [email protected]

Pilot's Name: Klaus Emde
Pilot's Rating/Experience Level: 100 hrs
Glider: Nova Axon Harness: Charly Novum
Helmet?/Back Protection Type?/Reserve?: Full Face
Location of Accident: La Herradura, southern Spain
Date of Accident and Time: 6. Nov. 97
Reason for Accident/Injuries/Comments: La Herradura is a fine place for soaring ! It is only 80m high but lying directly at the coast. With winds of about 20-25 km/h you can soar as high as 300-400m and fly out ovber the sea. I took of late when everyone else was allready flying. The wind had been a bit week in the morning, but it was slowly getting stronger. When I took up, it was about 20km in peaks. It was great, climbing to 300m without any actions from the canopy. I made wingovers, spiraled, flew out over the sea, back to the take off area .... and realized that I was going to beiing blown behind the ridge. Within minutes, the wind has changed from 20-30km to about 40km, I was 400m above take off, nearly 500m above landing but way behind the ridge. I stood in the accelerator (the Axon is a really fast glider, I measured 47km/h !) but tehre was no way getting forward. I saw a friend turning around, trying to reach the next hill and so avoiding the turbulences behind our hill. He made it ... but I was far too high to turn around. I wouldn't reach the other hill, and behind the other hill there's nothing but rocks .... Under me I noticed a tennis field with about 20-50m, the only "landable" area. I made big ears, decent towards the tennis place ... and realized trees right in front of it, towards the wind ! There was now other place I could reach, everthing else was houses, roofs, telephone-lines, trees, roads, but too narrow to land in (well, southern spanish landscape). 30m above the tennis place the turbulences of the trees caught me. I gave up fighting after 2 collapses and headed towards the nearest tree ... Fortunately no injuries, but a damaged glider, was the resut.
Analysis: Analysis is easy: Me stupid idiot didn't take a look at the sea, otherwise I wuld have noticed that the waves had foam-tops. Everyone else was heading towards landing, and I made my nonsense up in the air until it was too late. Be aware of wind changes when soaring at the sea. It changes in minutes from pure pleasure to fighting against the elements.


---

• Reporter: Fledge [email protected]

Pilot's Name: Fledge
Pilot's Rating/Experience Level: approx. 30 hrs
Glider: Airwave Samba Harness: UP action
Helmet?/Back Protection Type?/Reserve?: Full Face/Vertiflex
Location of Accident: Westbury, Wiltshire, UK
Date of Accident and Time: September
Reason for Accident/Injuries/Comments: I took off at about 1700 into medium strength evening thermals, with many other gliders at 1000ft+, I soared the ridge with another Pilot who took off at the same time. I quickly gained 150ft ATO and had noticed that the glider handling felt 'a bit sloppy', assuming the cause of this to be the harness setup or similar, I continued to climb and made a right hand turn into a thermal. As I went downwind in the turn, I felt the glider accelerate, and increased brake pressure slighlty to compensate and hold the turn in. I was instantly surprised by the reaction of the glider as I lost right hand brake pressure and fell inside the turn, the glider began spinning and I went through two full turns trying to recover before the wing re-inflated fully. I was now descending very rapidly, according to my companion whom I narrowly avoided on the way down, and according to witnesses it seems I entered a steep spirtal dive. Failing to recover to level flight within one more turn, the wing at almost 90* to the ground wrapped around a very fortuitously placed bush/tree, I was slung through the outer branches, hit the ground, carried out some sort of PLF and to my amazement, was able to stand up and un-clip and wave my survival to friendly pilots racing down to help. Injuries: Minor cuts and grazes, some bruises, sprained sphincter.
Analysis: After the incident the glider took 2.5 hrs to remove from tree. There was no apparent damage but following some ground handling and short hops the next day, I decided there was something amiss with the wing. I had the wing porosity tested and found it was very porous indeed (went through in 6 secs), in addition the shop suspected that the lines had shrunk, looking at the condition of them. I was sold this wing second hand with 40 hrs on it, to the best of my knowledge it was not mistreated, i'd had it for less than a year and so had not had it serviced. The wing was refered to Airwave. I bought an Apco futura ( mainly because of their 3 year warranty). Analysis: at least 50% pilot error as always, learnt lots about the deterioration of nylon/carrington etc, going on an SIV course soon! Question mark hangs over the Samba, suffice to say the shop that sold it to me got me a VERY good deal on a replacement wing.


---

• Reporter: Ed Smith [email protected]

Pilot's Name: Guin, Richard
Pilot's Rating/Experience Level: Beginer with 20 flights CL, AWCL, TOW
Glider: Edel Superspace Harness: Edel
Helmet?/Back Protection Type?/Reserve?: HAlf Shell/Kevlar
Location of Accident: San Quintin Del Mar, Baja, Mx
Date of Accident and Time: Oct 26 1997, 1530
Reason for Accident/Injuries/Comments: Excessive right braking maneuver too close to ground. Maneuver resulted in negative spin (x2) at approximately 50 feet AGL. Piolot attempted to recover but as wing flew over his head during recovery, he did not have enough altitude to fully recover from spin and impacted the beach at 45 mph. Resulting injury: broken Back, paralized from waist down.
Analysis: Pilot should have known NOT to enter a radical maneuver at low altitude (as we were instructed). Hey Richard, your classmates are pulling for you. Richard was undergoing surgery at UCSD Medical Center as of Oct 30. He can receive visitors on Oct 31. This tradegy shook us all emotionally. I will personally hold this event in high regard as it applies to safety and knowing when my personal limitations are at end.


---

• Reporter: Joel Broadbent [email protected]

Pilot's Name: Joel Broadbent
Pilot's Rating/Experience Level: P2/ but with 234 flights and 182.45hrs
Glider: Profile 27 Harness: Trace
Helmet?/Back Protection Type?/Reserve?: Open face / Foam lining, hard plastic shell
Location of Accident: Inspo, Utah
Date of Accident and Time: May 11, 1997 approx 3:25p.m.
Reason for Accident/Injuries/Comments: Strong conditions, launched into wake of thermal.
Analysis: I had a frontal collapse during a violent 0-1200fpm topped out at 25 feet recovered collapse. My wing then kind of horseshoed and stalled. I hit the ground hard. Just another classic example of not knowing my limits.


---

• Reporter: Billy Buttknocker [email protected]

Pilot's Name: Psyco Billy
Pilot's Rating/Experience Level: Complete Dufus
Glider: Edel Atlas Harness: Edel
Helmet?/Back Protection Type?/Reserve?: Kiwi
Location of Accident: Palos Verdes, Point A
Date of Accident and Time: 10-19-97
Reason for Accident/Injuries/Comments: After drinking a six pack of beer and smoking a blunt, Billy began ridge soaring and making turns without looking over his shoulder to check for traffic. He made a pass across the main bowl heading south towards the point and as he came off the point he turned right without looking and his wing hit the wing of a pilot who had just launched. The fabric of both wings got hung up and both pilots did a double spiral while hooked together and fell 25 feet to the ground. Buttknocker (not his real name) and the other pilot (a 60 year old guy) impacted hard and were dragged many yards across the dirt by the wind. both were badly bruised and can bairly stand up but I saw Billy back at the cliff today 10-22-97.
Analysis: If you want to get wasted and fly, try not to take innocent pilots down with you. Also, look over your shoulder before turning on a ridge.


---

• Reporter: J. Wilde [email protected]

Pilot's Name: Mike Yost
Pilot's Rating/Experience Level: P4 (more than 200 Hrs.)
Glider: Trekking mondial Harness: Unknown (probably Trekking)
Helmet?/Back Protection Type?/Reserve?: Full face (make unknown)
Location of Accident: Daily City Ca. (Westlake cliff)
Date of Accident and Time: Aprox. 4PM Saturday, Sep 13, 1997
Reason for Accident/Injuries/Comments: This is all second hand information, gathered off the "net" and from other pilots. Mike had launched from an area known as the "Dump" at the South end of the Westlake cliffs, (Fort Fuston is at the North end). The wind was slightly South and moderate. He was flying North, near the hill (on his right) and he got an assimetric collaps on the right side of his wing, he appeared to fly straight for a few seconds, and then spun rapidly into the cliff. Mike hit the hill at high speed, and did not move thereafter. Several pilots managed to climb up to him to render assistance, however it was some time before emergency crews could get him off the cliff. I believe that he was DOA or died a short time after arriving at the hospital.
Analysis: It's my understanding that the "mondial" is a competition wing, I have no idea why Mike persisted in flying it, since to my knowledge, he had no intention of competing. Mike was a wonderfull guy, but he was a "recreational" pilot (my opinion) like the rest of us, and had no need to fly such a wing. About a month earlier Mike was flying this wing at Ed Levin Park in Milpitas Ca. it spun after an assemetric, and he had to throw his reserve, unfortunatly, at Westlake, he had no chance. It's an old theme but vallid I believe, DON'T fly any hotter wing than you ABSOLUTELY need, I have four other friends who have been badly injured this summer flying wings that were too much for their skills, or which they had not gained enough familliarity with before entering strong conditions. The bottom line is:- RESPECT you wing, the higher performer it is the more likely it will bite you when you least expect it. Wildeman


---

• Reporter: Tim Mehan [email protected]

Pilot's Name: Tim Mehan
Pilot's Rating/Experience Level: Skygod
Glider: Blue?? Harness: ??
Helmet?/Back Protection Type?/Reserve?: ???
Location of Accident: Colorado
Date of Accident and Time: 9/29/96
Reason for Accident/Injuries/Comments: Here's the low-down skinny on the hows and whys of my sudden impact last year. (BTW: 9/29 marks the anniversary of the incident) It was a pretty OK day for the PGs in the area. Southerlies were blowing everyone north, so there was a lot of x-c attempts to get to Boulder, a popular 20-mile course that marks each local's entry into manhood. Everyone was getting flushed at the five mile mark, so I just floated and boated around the launch for a few hours, watching everyone hustle back up the hill after being retrieved. Not that I don't mind getting multiple flights in, but why spend any additional time walking and folding when you can just stay in the air. Eventually, I tried running east instead o north and crossed over the gap toward the north table mesa, north of the Coors Brewery. Found some big-air above the cliffs where all the local rock-climbers practice and got to 2K agl. I could hear everyone on the radio chatting and asking each other "who's that blue glider climbing up over the brewery?" I love skying the self-absorbed wankers. At 8300 I decided to try and make a run across the mesa and see what the north east side of it looked like from the air. Made it no problem, but lost it all and landed safely on the east rim. (No one had ever done that before either...) After a few hours of hiking around scouting for launchable sites, I decided to take the late afternoon sled ride down to my girlfriend's waiting car. Set up in light upsloping late-day air, forward launched and saw my wing surge straight out in front of me at the precipice. Didn't panic, just figured I had a significant vertical cliff to let the wing work itself out. Instead, it seemed to catch the air again, but folded up as I pendulumed around back into the cliff. In two seconds I impacted a grassy slope at the base of the cliff, almost smearing my remains all over the sheer rock face. All the way down I remember thinking "Oh boy, this is going to hurt. This is no good. Probably break both tib-fibs, crush both ankles (at least), maybe some ribs and possible a punctured lung..." I'm an EMT/Firefighter in my spare time so I knew the mechanism and all the possibilities. PLF'd, bounced, rolled onto my back and lay there assessing. No broken limbs, no difficulty breathing, no blood anywhere. "Maybe I'll just roll it up and walk down," I thought, "only another 6-700 feet to go, and it's all down hill..." That's when I started getting a little worried. Couldn't move my legs. Back was aching sharply, thought I'd stretched some ligaments/tendons beyond spec. better be safe and let the professionals carry me down. (just in case...) Out of radio contact, out of visual sight, no one knew where I was. Still no panic. Best course of action, call the local 911 operator and call for my own rescue. No worries. Took the local fire departments about 3 hours to get me down. Delayed because I demanded a certain kind of stretcher that they didn't want to carry up for me. They eventually sent up a vaccu-splint, but it added an hour to the rescue. (Giving the local TV news that much more time to get compelling footage of a tiny blue speck on the side of the hill for the evening news. -- and that's how my Mom found out I'd been hurt) Anyway, alls well that ends well. There's much more to the story. I had some shyness about the media as I was then the president of the local chapter of USHGA. Bad press wasn't part of my annual plan then. Wrote my own press release th
Analysis:


---

• Reporter: RUMEZ AND IVANOV [email protected]

Pilot's Name: BOSTJAN GOMBOC
Pilot's Rating/Experience Level: -
Glider: PARAKRILEC Harness: -
Helmet?/Back Protection Type?/Reserve?: -
Location of Accident: SLOVENIA
Date of Accident and Time: -
Reason for Accident/Injuries/Comments: HE FORGET TO LOCK HIMSELF IN THE CHAIR, AND HE SLIP OUT OF HIS CHAIR. HE FALL DOWN 830M. AND DIE.THIS HAS HAPEND IN MAKARSKA (CROATIA) HE WAS A VERY NICE BOY, HIS AGE VHEN HE DIED WAS 24. HIS ADRESS: BOSTJAN GOMBOC GORICA 9000 M.SOBOTA SLOVENIA EUROPA **REST IN PEACE !!** MATJAZ AND KRISTJAN
Analysis: none.


---

• Reporter: marina chang [email protected]

Pilot's Name: peter rejlek
Pilot's Rating/Experience Level: Advanced P4
Glider: A5 Sport - Flight Design Harness: SupAir Profeel
Helmet?/Back Protection Type?/Reserve?: Kiwi Open Face/ Foam Back
Location of Accident: Montana De Orro - Los Osos - California
Date of Accident and Time: January 28, 1997 around 1:25 p.m.
Reason for Accident/Injuries/Comments: I am writing this again because the full story has never been reported...am submitting more detailed report in next month's paragliding, cross country, etc... Perhaps this year's most bizarre paragliding "accident" occured on January 28, 1997. Peter Rejlek, 35, P4 pilot, launched into a convergence at a beach ridge site in Los Osos, California at approx 1;45P. He was last seen by Bob Osborn, close friend and P4 pilot at about 900 feet, heading South from Point Buchon down the coastline toward Diablo Nucleur Power Plant at 2:00 to 2:30p. He waited around to see if Peter would reappear, became concerned and called myself and Gary Kilpatrick at around 4p. We called the park rangers and Diablo to give them a heads up and went out to Montana de Oro to gain access to Diablo. The Sheriff's department was also called and search and rescue efforts by foot, plane, boat (Coast Guard) and Vandenburg Air Force Base started around 4:30-5p. Official Search and Rescue continued until 3p the next day at which time we were informed efforts were on hold until more "clues" surfaced. Civilian search efforts were then taken organized by myself, Gary, other area para and hang pilots and friends of Peter's. 31 confirmed eyewitnesses interviewed by para pilots place Peter getting out of the convergence at Point San Luis, working lift to jump into Port San Luis then continuing in a south/south easterly direction working thermal and ridge lift down hwy 101. Our last eyewitness put Peter at approx 5p, 1/2 hour before sunset on the West end of Newsome Ridge in Arroyo Grande, some 20-25 miles from where Peter first launched. Civilian Search efforts and 500 people (12 - 150 pp per day) from the SLO Community searched for Peter on foot and by air (heli/fixed wing/even a hot air baloon) for 50 days with no clue whatsoever. We had consulted w/Dennis Pagen, Joe Gluzinski and Bill from the E Team, plus our own local pilots and Zach Hoisington to make sure we were searching in the right area. We had wind data for every 15 minutes from all over the county, plus 3 airports atis reports and local weather watchers info.. Our search area was Newsome and Tematte ridges toward Lopez Lake, Arroyo Grande and Hiway 166, Santa Maria using the two main roads as handrails. Print, Radio and TV media covered the event daily asking for volunteers, information and keeping the public informed. OVer 8,000 flyers were stuffed in mailboxes of homes around the search area and 4x8 signs where posted on major arteries requesting information. We finished searching the targeted search area, a 10 miles wide by 15 miles long on March 23 and did not know what more to do. To this date, no clue as to what happened has appeared nor has there been any sign of Peter's equipment.
Analysis: Peter was not planning on a cross country flight, therefore didn't have his radio, probably had little food or water. He saw the opportunity and went for it. He was a great friend, pilot and person who has no idea how many people he touched and how many people in this community that he's lived in for 6 years loved him. Please think before you go about the consequences of your actions. It's OK to say no and live to fly another day.


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• Reporter: Kinsley Wong [email protected]

Pilot's Name: Pilot's Name Test
Pilot's Rating/Experience Level: Pilot's Rating Test
Glider: Glider Test Harness: Harness Test
Helmet?/Back Protection Type?/Reserve?: Full Face helmet/Hard Kevlar back Protection
Location of Accident: At any flying sites
Date of Accident and Time: January 01, 2000 around 1 p.m.
Reason for Accident/Injuries/Comments: Reason for Accident: Thermals, Collapse, Wake Turbulence Rotor, Panic, Aerobatics Injuries:Broken Neck and Arm
Analysis: This is just a test for the new design of the Accident report!


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• Reporter: Luiz O. Machado [email protected]

Pilot's Name: D.B.
Pilot's Rating/Experience Level: Unknown
Glider: Andradas - MG - Brasil Harness: Sept 6th,1997
Helmet?/Back Protection Type?/Reserve?: He launched in a 40 Km/Hr wind condition, the glider could not fly toward the wind, and he started to be pushed to the back hill, he actuated the speed and big ears, the glider started to descend in reasonable rate, hard landing at the sidehill, he hit his face in a rock and broke the zygomatic bone just be- hind the left eye, he was taken to a hospital in Sao Paulo, and after this, I got no more information concerning the accident
Location of Accident: Always make a comparison between your glider max speed and the wind speed, please compute the speed gradient between the place the speed was token and the place you are going to fly concerning altitude, and leave a good safety margin for these differences.Always wear a helmet with face protection.
Date of Accident and Time: September 07, Y
Reason for Accident/Injuries/Comments: Reason for Accident: Thermals, Collapse, Wake Turbulence Rotor, Panic, Aerobatics Injuries:Broken Neck and Arm
Analysis: This is just a test for the new design of the Accident report!


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• Reporter: Terry Lavictoire none

Pilot's Name: Various
Pilot's Rating/Experience Level: Various
Glider: Marshall Peak, California Harness: August 17, 1997
Helmet?/Back Protection Type?/Reserve?: On August 16,17 1997 I witnessed three Paragliding accidents involving 3 pilots they took place at Marshall Peak (Andy Jackson Flight Park) I was in the LZ for all of them. Two were on the 16th approx. 2:00 PM (John?) and 3:00 PM (John, Richard) one on the 17th approx. 2:00 (Deborah) Both days were sunny with conditions in the LZ, thermic, wind intensity and direction changeable. Richard Bills and Deborah were attending a thermal clinic hosted by Joe Gluzinski along with two other pilots. John? flying an Edel Sector and unknown harness had hit the awning and fallen off the roof earlier in the day, he was making very aggressive turns and surges close to the ground, when he failed to clear the west end of the roof he tumbled over it and fell off south side. Other than a scrape on his forehead, he seemed to be unharmed.(Amazing!) Richard witnessed this and stated that may have had a