Dave Unwin
In your post #520 you state that " was it really that difficult to look at the records of each aircraft and starting with the ones that have never been pranged or de-rigged..............?"
This shows that you have still failed to grasp the problem because these records had not been kept by the contractor and what has been kept are very incomplete, repairs have not been properly recorded both from a parts used and a compliance with approved data point of view and some have no record at all !
Add to this the fact that unlike metal airframes there is very little visual evidence of a repair with GRP construction
If the methods and techniques I was taught as an apprentice ( for large metal aircraft with GRP parts) had been used these these are totally unsuitable for GRP primary construction. As both the type certificate holder and maintaince contractor both come from a big metal aircraft with GRP bits background and the repairs have not been recorded properly it is not possible to see if first the glider has had repair work or if it has he correct techniques have been used without very close inspection by experienced staff.
Trying to use aircraft de-rigging as a filter for aircraft damage is unsound, gliders are de-rigged on a daily basis and so de-rigging records ( if they are available and I doubt it) will only tell you that the aircraft was de-rigged but not why. Most gliders arrive at the maintenance facility in a trailer for the routine annual check....... It is not an indicator of damage so to use de-rigging as an indicator of posable damage would be at the very least misleading.