We need to start and maintain an archive. Could rival the number of different spellings of "carabiner".
http://www.ozreport.com/9.133
Lesson from an aerotow accident report
http://ozreport.com/pub/images/hollyaccidentreport.jpg
USHGA Accident Report Summary
Pilot: Holly Korzilius
Reporter: Steve Wendt, USHGA Instructor # 19528
Date : 5/29/05
Summary: I observed the accident from a few hundred yards away, but could clearly see launch and the aero tow was coming towards my area so that I had a full view of the flight.
- How 'bout the Pilot In Command? He was only about 250 feet away from and in front of his passenger module. Does he not have a mirror to monitor what's going on with the back end of his aircraft? Or was he too focused
on looking out front for one of those five hundred foot trees that Manquin has springing up ahead of launching aircraft all the time?
- Yeah? What were you doing a few hundred yards away that was more important than checking out the passenger module of your total shit trained product as she was hooking up to this tow that would within the following half a minute smash her back into the runway, total her glider, and nearly end her life?
I was at the wreckage in a few seconds and afterwards gathered the information that helps understand the results of some unfortunate poor decisions of the injured pilot.
- Half dead passenger.
- 'Cause you were too much of a douchebag to get to the launch in a few seconds beforewards and prevent the wreck that was about to happen.
- Oh. You closed the distance to the impact zone in several seconds? So you didn't hafta finish up with the critical task you were engaged in that was thirty times more important than manning launch with a pretense of a competent and certified staffer?
- And here I was thinking that instructors and other ratings officials weren't supposed to sign off candidates likely to make unfortunate poor decisions in the relevant flight operations. So what's your take on that, Steve? I'da thunk it would've been pretty similar based on how you were presenting things in your Blue Sky scooter towing video.
The pilot launched at 12:15 while conditions were just starting to become thermally, with just a slight crosswind of maybe 20 degrees with winds of 8 to 12 mph NNW.
And you're telling us about these conditions because? I've heard neither you nor any other witnesses suggesting that meteorological air movement had the slightest bearing on this incident. Just wanna plant the idea in our tiny little muppet brains so we start assuming that this was a relevant issue and viewing Holly as more of a clueless dork who suddenly decided to operate way over her pay grade minus the any requisite authorization?
The pilot had flown here via AT more than 50 times.
- So what about Holly? How many times had she gone up behind your pilot as a passenger?
- Implying that she may have flown somewhere else via AT a few or more times - which you know and knew bloody goddam well she HASN'T. But you layer on this bullshit to give the impression that you'd been assuming that she'd probably gotten her pro toad certification at Ridgely, Currituck, Lockout and thus weren't particularly concerned seeing her hook up shoulders-only less than a minute prior to impact.
- More than fifty aerotows. THERE. That's a lot of fuckin' aerotows to be as fuckin' clueless as you're painting her with respect to this incident. So what kinda coaching was she getting over this period, Coach?
Holly immediately had control problems right off the dolly and completed 3 oscilations before it took her 90 degrees from the tow vehicle...
- Yeah, the tow vehicle. The thing that the tug pilot flies. Real people really talk like that. And the carts are Ground Launch Vehicles. Maybe we don't wanna be more specific and alert people to the fact that it was a trike which couldn't tow as slowly as a Dragonfly.
- What the fuck do you mean by NINETY DEGREES from the "tow vehicle"? She was level with it and at its three or nine? Or Tex was heading 8 degrees down the runway at the facilities end and Holly was heading 98 or 278? Either way it's a total bullshit statement. Both of those are physical impossibilities even with both parties trying really hard.
...upon when the tug pilot hit the release...
One of those releases with which all tugs are equipped which allow the tug pilot to terminate the tow without the slightest control compromise? Funny that the tug pilots are all so incredibly smooth and proficient with this exercise...
http://www.chgpa.org/forums/viewtopic.php?f=2&t=2467
weak links
Jim Rooney - 2007/08/01 13:47:23 UTC
Whatever's going on back there, I can fix it by giving you the rope.
...while one hundred percent of their passengers...
http://ozreport.com/forum/viewtopic.php?t=24846
Is this a joke ?
Jim Rooney - 2011/08/28 10:40:24 UTC
Am I "certain" about anything?
Nope.
However, some things get real obvious when you're doing them all the time. One is that weaklinks do in fact save people's asses.
You're 100% onto it... relying on the skill of the pilot is a numbers game that you'll lose at some point.
...have skills that will inevitably fail them at some point. (Pretty much always when taking a hand off the control bar for a nanosecond will result in their instant deaths. Go figure.)
...and Holly continued turning away from the tow in a fairly violent exchange of force .
- Really? Doesn't the tug pilot use a weak link just a bit stronger than the one at the passenger module end to keep the passenger from getting into too much trouble? And when it works isn't the worst thing that the glider can experience a mere inconvenience? I'm just not understanding how a deliberate release - by definition at below weak link tension - can possibly result in a fairly violent exchange of force.
- How's any force being EXCHANGED, dickhead? The tow force on the passenger module instantly goes to ZERO while the extra drag inhibiting the tug's forward and upward progresses instantly vanishes. And funny you're not saying shit about how the tug was affected by this alleged fairly violent exchange of force. I imagine it was as totally unfazed by it as were all the other tugs we've seen and heard about at altitude and not.
- Well thank you for just verifying that the tug pilot WAS, in fact, totally aware of what was going on behind him, failed to abort the tow at a point when Holly could've safely responded to the mere inconvenience, and pulled the pin on her at a point at which she had zero possibility of preventing a devastating impact.
Holly pulled in to have control speed...
Why? The safety of the towing operation had just been increased, hadn't it? Why should she have had to have done anything to have control speed?
No, wait. It was no longer a towing operation after Tex had made his good decision in the interest of her safety as she was climbing hard in a near stall situation - at the extremity of her third oscilation. I guess she was pretty close to being totally fucked. While, of course, the Pilot In Command was going on his merry way smelling like a rose. (Funny, I'm not recalling Jim Keen-Intellect Rooney congratulating y'all on what a stellar job you'd done.)
...and then began rounding out , but there was not enough altitude and she hit the ground before she could do so.
Pity she hadn't thought to begin rounding out a bit sooner.
She was barely 100 feet when she was locked out in a left hand turn.
She was:
- OSCILLATING - OVERcontrolling. How the fuck do you know she was locked out? I'm thinking it would've been almost impossible that she was.
- a mere passenger. Wasn't it the fault of the Pilot In Command that her passenger module was pretty much lethally out of control?
At that time, she was banked up over 60 degrees.
- Gee. Her passenger module is only certified to bank UP TO 60 degrees. How come her Pilot In Command - who's very conspicuously and currently never had a recorded comment on this near fatal incident - didn't have his ratings suspended or revoked?
- Not to mention ninety degrees from the tow vehicle. And I'm wondering how one manages to bank UP - obviously meaning belly away from the intended tow path - over sixty degrees and simultaneously be ninety degrees from the tow vehicle.
The basebar hit the ground first, nose wires failed from the impact, and at the same time she was hitting face first.
No biggie. She got her face replaced with a nice titanium one - at taxpayer expense.
She had a full face helmet, which helped reduce her facial injuries but could not totallly prevent them.
But partiallly. We're alll good with that.
The gliders wings were level with the ground when it made contact with the ground.
Sounds like Tex's passenger started executing some pretty competent pilot responses when Tex made a good decision in the interest of her safety. And now I'm wondering if there are any other passengers involved in any other flavors of flight operations who are legally required to have pilot competencies and certifications.
First aid was available quickly and EMT response was appropriate .
- Super response, Blue Sky! Did u$hPa ever recognize you with any kind of certificate of excellence?
- Yeah? Tell us all about how the quickly available first aid made the slightest fucking difference.
Now, why did Holly not have control?
- Not really interested at this point. I wanna hear more about the first aid that was quickly available and the EMT response that was appropriate .
- Because she wasn't the Pilot In Command and expected to have any?
- I dunno. You fucking assholes signed her off on her AT rating - along with at least damn near everything else she got signed off on. Seems like she should've had at least SOME control - even if that was her first shot at pro towing. But rather high time and experience Three with at least fifty aerotows THERE at Blue Sky had ZERO control.
- She had TONS of control, dickhead. She was OVER controlling on tow and controlling flawlessly in a near lethal low level emergency situation from the instant your idiot unidentified tug driver made a good decision in the interest of her safety on until she absorbed the crash impact with her face. Or maybe not. Maybe she should've rotated up to the control tubes so's she could've come in feet first. Any thoughts on that?
Holly has two gliders, a Moyes Sonic, and the Moyes Litesport that she was flying during the accident.
- Wow! That's a lot of passenger modules for one passenger to own.
- Not any more she doesn't. 'Cause of you Blue Sky total assholes she now only has a Moyes Sonic she won't be in any shape to fly for a long time.
She has flown here in much stronger conditions before.
You mean stronger than the conditions at the time that had absolutely no bearing on anything in this incident?
and has always flown safely ,
Got news for ya, asshole. Just because one hasn't crashed at the end of a given flight doesn't mean one was flying safely. She was going up on the total shit excuse for towing equipment you sold her and she was always one well timed thermal or dust devil from something along the lines of what she experienced on this one - two or one point. She never ONCE flew safely while connected to anything.
...on both of her gliders, but usually chooses her Sonic if air is questionable, or if she hasn't flown in a while.
- But we're not talking about flying here.
http://www.chgpa.org/forums/viewtopic.php?f=2&t=3600
Weak link question
Jim Rooney - 2008/11/24 05:18:15 UTC
Well, I'm assuming there was some guff about the tug pilot's right of refusal?
Gee, didn't think we'd have to delve into "pilot in command"... I figured that one's pretty well understood in a flying community.
It's quite simple.
The tug is a certified aircraft... the glider is an unpowered ultralight vehicle. The tug pilot is the pilot in command. You are a passenger. You have the same rights and responsibilities as a skydiver.
It's a bitter pill I'm sure, but there you have it.
Holly had the same rights and responsibilities as a skydiver. That means looking out the window until the designated altitude is attained then politely disembarking from the certified aircraft.
- I wonder how she managed to rack up over fifty aerotows in the space of a very short career to that point and still have had periods in which she hadn't flown for a while.
- Bullshit. I haven't flown a glider or anything else in about half a year shy of a decade. I could hook up behind a tug yesterday morning - two or one point - on any high performance glider you wanna name and nobody would be able to tell any difference between me and Davis. And let's note that the only "currency" u$hPa recognizes to maintain pilot proficiency of any kind is to keep sending them dues payment currency. She's got the rating, she's perfectly good to go whether her previous tow was fifteen minutes ago of fifteen years from now. And until u$hPa recognizes Pro Towing as a legitimate skill and establishes a Pro Toad Special Skill rating it makes no difference whatsoever whether it's two point or one. And the top u$hPa and Flight Park Mafia operatives are insisting one is as safe or safer than two.
Holly for some reason chose to fly her Litesport...
- Wasn't her choice to make. Since when does a passenger get to determine what kind of module the Pilot In Command will connect to his certified aircraft?
- For some reason? The implication being that that was an inappropriate choice for this situation? Both you and Tex were fully aware of what she'd set up and plopped on the cart. So how come neither of you consummate professionals dissuaded her from executing this less than stellar decision?
...she has always towed it with proper releases and weak links...
- Suck my dick Steve. You total fucking assholes wouldn't recognize proper releases and/or weak links if they bit you in the ass.
...and usually seeked advice from me when unsure of something.
Any more than you can write with grade school level English competency.
- Like WHAT? You trained and certified her for this game. Give us some examples of the shit she didn't have quite together 'cause you failed to get things across properly before turning her loose in this environment. Lemme start you off with a good one:
She chose to tow anyway, and just go from the shoulders, which to my knowledge she had never done before, nor had she been trained to understand potential problems.
- She seeked advice...
Holly Korzilius - 2006/09
I discussed 'towing off the shoulders' with a couple of other pilots, as this was something I thought I could do with the remaining portions of my aerotow release. I did not discuss my intent to tow off the shoulders with either of the hang gliding instructors present prior to launching. Based on the anecdotal comments/observations I got from a couple of other pilots who had experience towing off the shoulders, I decided that I was ready to try this method of towing.
...from the pro toad pilots AT HAND - seeing as how one of the two hang gliding instructors present was busy flying the "tow vehicle" while the other was "a few hundred yards" down the runway doing something infinitely more important than assisting/supervising launches. And you very conspicuously haven't told us what that was.
So she seeked advice as best as she could reasonably have been expected to and BOTH of the two "hang gliding instructors PRESENT" were 100.00 percent aware of what was going on and only critical of it AFTER the situation turned to total shit.
And note that there is no point that you said: "Holy SHIT! That's HOLLY! Flying PRO TOAD! On her LITESPORT! And she hasn't taken the short clinic we mandate - which, if we'd thought it a possibility, could have been done under supervised conditions in the evening air!"
You were standing way the hell in front of Tex. You knew who was on the cart, the glider she was flying, how she was hooked up, what short clinics she'd completed and hadn't. One of those assholes Holly consulted about flying pro toad checked her out and signaled the tug to commence launch. You could've signaled him to abort - kill the engine, stomp on the release pedal - but you didn't do shit.
Also note that the two obvious Blue Sky product pro toads she consulted didn't ask her anything about whether or not she'd successfully completed the mandatory short clinic under supervised conditions in the evening air 'cause it's TOTALLY FAKE. I note that TO THIS DAY there isn't shit about it or "pro towing" AT ALL on your bullshit website. Not even a photo of anybody doing it or flying free with pro toad equipment.
This time she couldn't find her v-bridle top line with her weak link installed for her priimary keel release.
A PRIIMARY keel release implies a SEECONDARY pilot release. And if she's supposed to have a SEECONDARY pilot release then why the fuck doesn't she have a SEECONDARY pilot weak link?
She chose to tow anyway, and just go from the shoulders, which to my knowledge she had never done before...
- And nevertheless her Pilot In Command chose to tow her.
- So you're not sure at this point. For all you know she could've had a couple dozen pro toad flights at Ridgely and/or Currituck in peak thermal conditions with no problem whatsoever but you're happily pissing all over her for all the poor decisions she made.
My first AT flight 1986/08/01 was foot launched, pro toad ('cause people were still too stupid to have rigged gliders for two point AT), on my Comet 165, behind a Cosmos trike. I had NO control issues - beyond the one relating to that glider requiring massive and constant bar stuff effort to hold it down level with that first semi-practical effort at a hang glider tug.
I had TONS of AT and various flavors of surface tow experience when I was flying Ridgely. And I remember one tow, TWO point, when I got into an oscillation - and ALL oscillations are Pilot Induced - early in the tow when conditions had zilch to do with anything. The Dragonfly slowed down for me, I got my shit back together, we continued uneventfully to release altitude.
So maybe I'd have oscillated on that launch. And maybe Tex would've made a moronic good decision in the interest of my safety the same near lethal instant that he did for Holly and you'd have found some way to piss all over whatever was left of me the same way you're doing her but you wouldn't have been able to use any of your "experience" bullshit.
Also note that you're conspicuously not identifying the tug or saying anything about its driver - identification, qualifications, experience, skill. I'm sure it was a trike and positive it wasn't a Dragonfly and thus had no ability to slow down and allow Holly to get things under control.
...nor had she been trained to understand potential problems.
- Oh! So you DON'T know for sure whether or not she'd pro toad before but you're POSITIVE she hadn't been "TRAINED" to understand potential problems. Bull fucking shit, Steve.
- One doesn't get TRAINED to understand POTENTIAL problems. One gets TOLD what the fucking FIXED problems are and TESTED to make sure one knows and remembers them. Not that any of this is rocket science. Hang gliding had had upper attachments for every towed glider before the douchebags figured out that the lower/main attachment had to be on the pilot rather than the bottom of the control frame.
- How 'bout the "POTENTIAL PROBLEMS" with towing two point? How come we never hear about those and we start off 100.00 percent of our students - 'specially tandem victims - towing two? Sounds to me like you're saying that towing one point is inherently more dangerous.
- Why not?
The pilot had flown here via AT more than 50 times.
- She was virtually a total Blue Sky product, you're obviously the one who signed her AT Passenger ticket, so how come you negligent incompetent motherfuckers never taught her about the "potential problems" of flying the "appropriate bridles" all comp pilots are required to fly due to their superior safety qualities?
- You just referenced a PRIMARY keel release. One needs to have secondary release...
http://www.hanggliding.org/viewtopic.php?t=14230
pro tow set-up
Jim Rooney - 2009/11/02 18:58:13 UTC
Oh yeah... an other fun fact for ya... ya know when it's far more likely to happen? During a lockout. When we're doing lockout training, the odds go from 1 in 1,000 to over 50/50.
...for when your cheap shit primary bridles weld themselves to tow rings over half the time in lethal emergency situations. So how the fuck do you rate her without "TRAINING" her to understand what she's gonna be up against in such an emergency scenario?
- Then why did her Pilot In Command allow her to hook up the passenger module so configured?
http://www.chgpa.org/forums/viewtopic.php?f=2&t=3600
Weak link question
Jim Rooney - 2008/11/24 05:18:15 UTC
I've personally refused to tow a flight park owner over this very issue. I didn't want to clash, but I wasn't towing him. Yup, he wanted to tow with a doubled up weaklink. He eventually towed (behind me) with a single and sorry to disappoint any drama mongers, we're still friends. And lone gun crazy Rooney? Ten other tow pilots turned him down that day for the same reason.
Seems like just about all of the RESPONSIBLE Pilots In Command even know what fishing line configurations all their passengers are using for their passenger module connections.
- Wanna tell us about the potential problems two point doesn't have? Or would doing that start raising too many questions about the justifications for flying one?
This could have been done with a short clinic and if we thought it a possibility, been done under supervised conditions in the evening air.
- Why wouldn't "WE" think it a "POSSIBILITY"? 'Cause a pro toad configuration decertifies the glider and thus violates the terms of the FAA hang glider aerotowing exemption?
- Who the fuck is "WE"? The same assholes who allowed her to hook up with the shit configuration she did?
- Is there some reason ALL aerotow launches at Blue Sky aren't supervised. Just about every AT launch I can remember making - Currituck, Pike County (Ohio) Airport, Ridgely - involved an assistant helping me move into position...
095-080544
http://c1.staticflickr.com/1/851/26787721417_2bdc123c2a_o.png
...checking me out...
096-080735
http://c1.staticflickr.com/1/890/40764729525_5509d8ab28_o.png
...signaling the tug...
097-080952
http://c1.staticflickr.com/1/853/40764728965_9275a27329_o.png
...wiring me up to safe airspeed...
098-081525
http://c1.staticflickr.com/1/848/40764728235_52a7ab23f0_o.png
099-081606
http://c1.staticflickr.com/1/904/40764727655_020776cc54_o.png
100-081638
http://c1.staticflickr.com/1/884/41655072421_893a855403_o.png
http://www.chgpa.org/forums/viewtopic.php?f=2&t=587
Holly's Accident
Scott Wilkinson - 2005/05/30 03:16:49 UTC
I want to thank all of the wonderful people and pilots at Blue Sky for the incredible job you all did under extreme stress at the scene of the accident. Hank Hengst had incredible clarity of mind and was extremely effective in taking control. Tim Eggers, Josh Criss, Megan Chapman, Mike Wimmer, Steve Wendt, Tex Forrest, and everyone else were calm, efficient, and did exactly what needed to be done for Holly. From the bottom of my heart and on Holly's behalf, thank you. There couldn't have been a better group of people on the scene.
I think all those individuals 'cept for Holly and her Pilot In Command were on the ground and available at the time. And I believe it was primarily Hank who OKed her for launch in that configuration.
- If this short pro toad clinic we thought might have been a possibility, to be done under supervised conditions in the evening air weren't some total fiction you just pulled out of your ass to cover same, she'd have known about it and taken it. There was no clinic and you motherfuckers never made it clear that she was not to go up pro toad until she'd developed the fake skills required to do so safely. And Tex had pulled her two point on every one of the over fifty aerotows she had taken THERE and both of you motherfuckers were watching her and knew perfectly goddam well she was hooking up pro toad. And here's her statement from the 2006/09 magazine issue:
Based on the anecdotal comments/observations I got from a couple of other pilots who had experience towing off the shoulders, I decided that I was ready to try this method of towing.
There was no clinic and Blue Sky never made the slightest pretense of cautioning her to fly pro toad until after she'd received "proper" instruction.
- How could it possibly have NOT been a "POSSIBILITY" for Holly when nowadays it's pretty much standard operating procedure for any douchebag who feels like going up pro toad, Davis and Quest mandating it for sport class competitors, Wills Wing listing gliders as suitable without any reservations about skill and experience. She'd have needed to have been a total freak to have been singled out as not being a reasonable candidate for the short pro toad clinic you pretend to offer. And I wonder if anybody who wasn't paralyzed from the waist down has ever been identified as not being a suitable candidate for...
Gil Dodgen - 1995/01
All of this reminds me of a comment Mike Meier made when he was learning to fly sailplanes. He mentioned how easy it was to land a sailplane (with spoilers for glide-path control and wheels), and then said, "If other aircraft were as difficult to land as hang gliders no one would fly them."
...working on perfectly timed spot landing flares - which statistically are a fifty times more lethal than flying pro toad.
Also from the same magazine article:
Joe Gregor - 2006/09
It was several weeks after her "release" before this pilot could actually say she was enjoying life once again. She was a reasonably experienced H-3 at the time of her accident, having started her training at Marina State Beach in California in the summer of 2001. By October of that year she had moved to Virginia, where she took her instruction via scooter tow. By December, she had her first solo high flight experience by truck tow. The following August saw her logging flights up to four hours long. In late August 2002, she learned to aerotow, and had logged approximately 75 aerotows (and over 100 truck tows) by the time of the accident. She currently holds special skills signoffs for AT, FL, PL, ST, and TUR, and has flown a variety of gliders including the Wills Wing Condor, Falcon, Eagle, and Ultrasport, as well as the Moyes Sonic and Litesport 4. She was obviously qualified to perform the attempted maneuver (launching via aerotow).
That's u$hPa Four level qualification and experience.
Our dollys have check lists for many things, one is that you have a proper weak link installed.
- Anybody know what a proper weak link is these days? Also what it's supposed to do for us? How 'bout THEN Steve?
http://vimeo.com/116997302
Blue Sky Scooter Towing Method
But with the towline we use a standard weak link like we would for aerotow.... and that in this particular case it's 130... Uh... This... In this particular case it's 130 greenline, 130 pound test.
In that PARTICULAR CASE it was 130 greenline, 130 pound test. Good ol' one-size-fits-all 130 greenline. Nothing better to increase the safety of the towing operation.
- We airline passengers have checklists at all of our seats for what we're supposed to do in preparation for takeoff. But we still have crewfolk repeating them and checking to make sure everyone's in compliance before the plane starts rolling.
- Is one of the other things to make sure you have both pilot and glider bridle connections unless you've been cleared by Blue Sky for just the former?
- How 'bout your tugs? Do THEY have checklists for many things, one of which being that you have a proper weak link installed - in compliance with u$hPa AT SOPs that have been on the book since the beginning of time and the FAA AT sailplane regs that started covering hang glider aerotowing the year before this near lethal clusterfuck?
She had no weak link as it was normally on the upper line that she couldn't find, and we can only assume that she didn't even consider the fact that she now didn't have a weak link.
Or consider the fact that her Pilot In Command's weak link - way up there at the other end of the towline - was much too far away to be able to analyze her situation and break when it was supposed to. Dickhead.
These mistakes caused her to have too much bar pressure...
And tow pressure.
...farther in bar position...
Farther in where?
http://www.hanggliding.org/viewtopic.php?t=22233
Looking for pro-tow release
Zack C - 2011/06/16 03:14:35 UTC
I've never aerotowed pilot-only, but it is my understanding that this configuration pulls the pilot forward significantly, limiting the amount he can pull in further.
Davis Straub - 2011/06/16 05:11:44 UTC
Incorrect understanding.
http://c1.staticflickr.com/5/4174/34261733815_bfb41c49d8_o.jpg
...she was cross controlling...
Oh. So...
- When her passenger module was swinging to port and she'd try to bring it back to the starboard she'd actually effect a port input. So then...
Holly immediately had control problems right off the dolly and completed 3 oscilations...
...how was she able to complete three oscilations? If she were CROSS controlling how would she not have just accelerated the roll into a blindingly fast port lockout? When one is OSCILLATING - dickhead - one is continually doing too much of EXACTLY the right thing.
...and had no weak link.
- Which rendered the front end weak link totally inoperable - as any tug driver will be more than happy to tell you.
- So fuckin' what, Steve? In REAL aviation the purpose of the weak link...
Tost Flugzeuggerätebau
Weak links protect your aircraft against overloading.
...is to protect your aircraft against overloading. And her aircraft / passenger module was just fine until it got splattered back on the runway. So tell me just how that the absence of any or all weak links in this system was any more relevant than what kind of shape her parachute would've been.
She hadn't flown that glider in a while and changed these towing aspects that I believe all combined to make a violant combination.
Plus, of course, the massive incompetence and negligence of your instructional and towing operations.
The pilot also stayed on tow too long. She should have released after the first, or even the second oscilation when she realized that things were not correct.
'Cause Tex had his head way the fuck up his ass and was totally oblivious to what was going on with his passenger. Which is why you're very conspicuously identifying yourself and your victim but saying absolutely nothing about the identity of the tug pilot - who would've had a few thousand times what his passenger did in the way of experience and qualifications.
Failing to do so put the glider in a locked out situation that she could no longer control.
As opposed to a locked out situation that she COULD longer control.
This is such a multilayered, obfuscatory, passing the buck, ass covering load of total crap one has an almost insurmountably difficult time even knowing where to begin. Motherfucker NEVER comes down from his ivory tower to give us muppets the benefit of his exceptional knowledge after a Lenami Godinez-Avila, Zack Marzec, Jean Lake but when he half kills one of his products at his shoddy Industry Standard AT operation he musters all of his third grade level literacy skills to write a virtual book showing us what an incompetent asshole his victim was and how totally blameless he and his pet tug driver and operation were.
And you don't even need to go through and analyze all this crap to know what kind of individual he really is.
http://www.hanggliding.org/viewtopic.php?t=17404
Aerotow barrel release - straight or curved pin?
Jim Rooney - 2010/05/31 01:53:13 UTC
BTW, Steve Wendt is exceptionally knowledgeable. Hell, he's the one that signed off my instructor rating.
ANYBODY of whom that vile little piece o' shit speaks highly you can safely and confidently put on the list. And you're also not gonna ever be able to find anybody on whom he pisses who's not at the other end of the spectrum.
---
2018/05/04 17:45:00 UTC
MAJOR overhaul.
) 
Good luck if it does. No 911 calls allowed. My friend was lucky, the nurse on hand convinced the owner not to move him, this after he snatched and threw her phone away. 
