Parachutes
Joined: Sep 2005
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From: Herts
Parachutes
Generally, glider pilots fly very much closer to other gliders. It is quite a sight to be in a stack of gliders all circling in the same themal. Ridge soaring can also bring gliders into close proximity to each other.
Obviously the risk of collsion in these situations is much higher, and wearing parachutes make a lot of sense. Every year there are sucessfull bailouts after collisions and in 1999 after a lightning strike destroyed a K21 at Dunstable.
Obviously the risk of collsion in these situations is much higher, and wearing parachutes make a lot of sense. Every year there are sucessfull bailouts after collisions and in 1999 after a lightning strike destroyed a K21 at Dunstable.
Joined: Mar 2005
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From: Poplar Grove, IL, USA
All true, and couple more reasons I think. At least in FAA terms, some argue that gliders are often flown 'aerobatically' with abrupt manuvers and steep turns. Also, the guys who compete in contests over here have to have chutes. When they are not competing they are setting up their gliders the same way anyway, so all aspects of their setup is familiar.
I'm not sure the chute will do you a lot of good on the ridge, as you tend to be a lot lower.
-- IFMU
I'm not sure the chute will do you a lot of good on the ridge, as you tend to be a lot lower.
-- IFMU
Joined: Jul 2007
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From: UK
They don't...
Q: "Why do all glider pilots wear a parachute"
A1: they don't, particularly those that are heavy (approaching 242lbs typically) and/or tall
A2: or -- as in my case -- it is so that it is easier to reach the rudder pedals
A1: they don't, particularly those that are heavy (approaching 242lbs typically) and/or tall
A2: or -- as in my case -- it is so that it is easier to reach the rudder pedals
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From: UK
Q: "Why do all glider pilots wear a parachute" ?
1 - Because they can
2 - Because they're supposed to - In the UK, the BGA Recommended Practice is that occupants of gliders operating from BGA sites should wear a servicable parachute "subject to the glider being fitted to accept the occupant(s) wearing parachutes".
My guess is the question could be turned around to "why don't powered aircraft pilots wear a parachute?". Typical answers being insufficient space in cockpit, aircraft not designed to cater for it, etc. Quite similar (& valid) answers in fact to "why don't gliders carry transponders?"
If you drive a car would you prefer it to be fitted with an airbag or not ? So, if your aircraft design would permit you to wear a 'chute wouldn't it make sense to ?
1 - Because they can
2 - Because they're supposed to - In the UK, the BGA Recommended Practice is that occupants of gliders operating from BGA sites should wear a servicable parachute "subject to the glider being fitted to accept the occupant(s) wearing parachutes".
My guess is the question could be turned around to "why don't powered aircraft pilots wear a parachute?". Typical answers being insufficient space in cockpit, aircraft not designed to cater for it, etc. Quite similar (& valid) answers in fact to "why don't gliders carry transponders?"
If you drive a car would you prefer it to be fitted with an airbag or not ? So, if your aircraft design would permit you to wear a 'chute wouldn't it make sense to ?
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From: Earth
Why do all glider pilots wear a parachute and yet GA pilots seldom do?
In a Warrior, for example, you would need to undo your restraints, then get from the left hand seat, to the right hand seat, open the door ...... if you have the average GA physique of being middle aged and slightly overweight, you would be better off using the time to give the wife a call to say you won't be home for dinner !
If you're regularly doing aeros with advanced stuff like flat spins, then I certainly would see the potential attraction of wearing a chute ..... but for average GA excursions ..... I'm not so convinced .... if I wanted to wear a chute whenever I go flying, I would have joined the RAF, or become a test pilot ....
Last edited by mixture; 29th March 2008 at 22:53.
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From: Earth
I've never had any desire to jump out of the back of a plane .....
But it strikes me from sites such as the following one that I came accross after a brief Google .... http://skydivingfatalities.info/sear...lace=&State=TX
That it is a pointless activity carrying a shute if you are unable to start the deployment process at a sufficient altitude. Otherwise if your main fails, you could find yourself back at square one because you had insufficient height to deploy the reserve. Similarly, if your lines get tangled, you could find yourself with insufficient height to untangle.
As I said though, I've never done a jump .... so I'm welcoming corrections to this post from those who have.
But it strikes me from sites such as the following one that I came accross after a brief Google .... http://skydivingfatalities.info/sear...lace=&State=TX
That it is a pointless activity carrying a shute if you are unable to start the deployment process at a sufficient altitude. Otherwise if your main fails, you could find yourself back at square one because you had insufficient height to deploy the reserve. Similarly, if your lines get tangled, you could find yourself with insufficient height to untangle.
As I said though, I've never done a jump .... so I'm welcoming corrections to this post from those who have.
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From: Third rock from the sun.
Don't know if this a Cirrus or not but it certainly had a parachute.http://www.youtube.com/watch?v=mvJ4U6yaasg
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From: UK
I'll be wearing one a fortnight today...!!!!
www.justgiving.com/darrenandrob
Too much money pledged now to back out!!!
www.justgiving.com/darrenandrob
Too much money pledged now to back out!!!
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From: Londonish
I'll keep the airbag.. in the event of an impact hard enough to set it off, the glasses are likely to be the least of my worries 
I'm left wondering why GA aircraft are designed with such cr*p access that you can't get in / out in a hurry. Don't fancy trying to exit a warrior in a hurry on the ground or in the air - AND the view out isn't that great either
A few 2 seaters (Robins spring to mind) have somewhat better access and a nice view.. but I'd certainly take a parachute if practical when doing aeros. keeps yer bum warm too..
On a humorous note, a servicable parachute is (IIRC) the only legal *requirement* to fly a glider in cloud in the UK. Reckon that's telling
I'm left wondering why GA aircraft are designed with such cr*p access that you can't get in / out in a hurry. Don't fancy trying to exit a warrior in a hurry on the ground or in the air - AND the view out isn't that great either
A few 2 seaters (Robins spring to mind) have somewhat better access and a nice view.. but I'd certainly take a parachute if practical when doing aeros. keeps yer bum warm too..On a humorous note, a servicable parachute is (IIRC) the only legal *requirement* to fly a glider in cloud in the UK. Reckon that's telling
Joined: Feb 2008
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From: England
I fly a Yak52, have a parachute, but rarely wear it unless I'm up practicing spins/ stalls. It it supposed to be re-packed every 6months. If a wing or catastrophic failure occurred during aeros, I suspect G would prevent me from getting out. I am not going to jump out if I have an engine failure. The only reason i would jump would be if I was on fire! 
A little less conversation,
a little more aviation...
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From: Bracknell, UK
We've done this to death on a recent thread. However, from the perspective of the aerobatic fraternity, I would again draw attention to Eddie Goggins' excellent article in the last Aerobatic News Review:
http://www.aerobatics.org.uk/Journal_Nov_07.pdf#page=39
Some of you may recall his survival of a collision at very low level during the Aero GP in Malta a couple of years ago; the article describes not only the event itself, but the events of a number of years which led Eddie to use the sort of safety equipment which saved his life, and also the kind of attitude required for it to be of use in extreme circumstances - if you're not prepared to use every last option, and fight for every last chance, then you're probably right that a parachute won't save your life, because you'll have mentally talked yourself out of using the option a long time before.
I find Planes49's comments particularly worrying. The implication being that he would wear a parachute 'when practising spins or stalls', but not when otherwise flying aerobatics because the only risk he sees is catastrophic failure. For me, and any other competent aerobatic pilot I know, this combination of sentiments sets alarm bells ringing. Either you should be happy recovering from any spin mode the aircraft has to offer as a matter of course during normal aerobatics, or you should be prepared for the consequences. You've also posting looking for formation partners on another thread - but seem strangely reluctant when the subject of formal formation training is raised. If you don't have enough regard for your own safety to wear a well maintained parachute, then I have serious doubts for your regard for the safety of anyone else six feet off your wingtip. So I'll pass on the formation invite, thanks. In fact, you'll forgive me if I'm a little blunt, but it might be the best bit of advice you ever get. The Yak 52 isn't a difficult aircraft to fly - and no more difficult to operate than an Arrow. But once you go off at the deep end, it has an extremely unforgiving side that can and will kill you in short order without suitable training. Some accidents have been tragically unavoidable, but the majority have been tragically avoidable, and from an entirely selfish point of view every time some - probably charming, likeable and thoroughly nice - incompetent stuffs one in, killing himself and often some poor innocent in the back seat, it pushes my insurance premium up. So please have a long hard look at where you're going with this aircraft.
http://www.aerobatics.org.uk/Journal_Nov_07.pdf#page=39
Some of you may recall his survival of a collision at very low level during the Aero GP in Malta a couple of years ago; the article describes not only the event itself, but the events of a number of years which led Eddie to use the sort of safety equipment which saved his life, and also the kind of attitude required for it to be of use in extreme circumstances - if you're not prepared to use every last option, and fight for every last chance, then you're probably right that a parachute won't save your life, because you'll have mentally talked yourself out of using the option a long time before.
I find Planes49's comments particularly worrying. The implication being that he would wear a parachute 'when practising spins or stalls', but not when otherwise flying aerobatics because the only risk he sees is catastrophic failure. For me, and any other competent aerobatic pilot I know, this combination of sentiments sets alarm bells ringing. Either you should be happy recovering from any spin mode the aircraft has to offer as a matter of course during normal aerobatics, or you should be prepared for the consequences. You've also posting looking for formation partners on another thread - but seem strangely reluctant when the subject of formal formation training is raised. If you don't have enough regard for your own safety to wear a well maintained parachute, then I have serious doubts for your regard for the safety of anyone else six feet off your wingtip. So I'll pass on the formation invite, thanks. In fact, you'll forgive me if I'm a little blunt, but it might be the best bit of advice you ever get. The Yak 52 isn't a difficult aircraft to fly - and no more difficult to operate than an Arrow. But once you go off at the deep end, it has an extremely unforgiving side that can and will kill you in short order without suitable training. Some accidents have been tragically unavoidable, but the majority have been tragically avoidable, and from an entirely selfish point of view every time some - probably charming, likeable and thoroughly nice - incompetent stuffs one in, killing himself and often some poor innocent in the back seat, it pushes my insurance premium up. So please have a long hard look at where you're going with this aircraft.
Last edited by eharding; 30th March 2008 at 22:34.
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From: Londonish
If a wing or catastrophic failure occurred during aeros, I suspect G would prevent me from getting out. I am not going to jump out if I have an engine failure. The only reason i would jump would be if I was on fire!
There's a true story out there about some chap in a yak that had a wing failure, and lived by approaching inverted and rolling out at the last moment. Fairly sure he'd have jumped given the option.
I guess that's what I can't fathom.. we're almost always taught to have a plan B (and possibly C) in aviation.. so why limit your options?
A little less conversation,
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From: Bracknell, UK
Originally Posted by Mark1234
There's a true story out there about some chap in a yak that had a wing failure, and lived by approaching inverted and rolling out at the last moment. Fairly sure he'd have jumped given the option.