Soaring Beyond the Basics

By dale masters

This book is written for those who've had proper glider training, but not yet gathered much experience. It's the perfect gift for any instructor to give students the day they pass their glider check ride.

• Language: English
• Publisher: BookBaby
• Release date: Oct 18, 2023
• ISBN: 9798350930283

Book preview

SAFETY FIRST

Airplanes don’t crash, pilots do – UNSAFE pilots.

Life is hazardous, but a life spent merely avoiding hazards would be devoid of much meaningful experience. Highways are hazardous, and stairways are too, but almost everyone justifies the risk. How we manage risk deeply affects the quantity and quality of experience we glean from our moments on, or above this earth.

Safety, like every other aspect of soaring, requires forethought and preparation, analysis and concentration. Other vital intangibles include imagination, interpretive judgment, and FLEXIBILITY. These are not mere multisyllabic scrabble winners, they’re what can make the difference between success and failure, and in dire moments, life and death. Before going on, read back over those big words once more.

We should note, contemplate, and discuss every perspective on ‘risk management’, for mutual protection, and to foster a positive public image of our sport. After any questionable occurrence, debrief other pilots or bystanders, and always resist any temptation to think, It’ll never happen to ME.

Standard procedure is central to safety. It keeps us from forgetting important details and facilitates working with others in a complex environment. Even so, an unusual decision or spontaneous response which might be considered reckless under ordinary circumstances could be a lifesaver in some awkward emergency. Remember, the Federal Aviation Regulations (91.3) state, the pilot in command may deviate from any rule…to the extent required to meet [an] emergency. This one regulation may offer more protection than all the right-ofway protocols together! When obligated to violate the norm, do so in the most rational way available, preferably such that others can anticipate your actions. Then return to standard procedure as soon as practical.

In every sphere of soaring, whether it’s theoretical, mechanical, logistical or tactical; cultivate an informed and intelligent sense of priority, recognizing as well that priorities can change as events unfold.

GO, NO-GO

First, getting current is no time to skimp on expense. Three landings in ninety days do not guarantee safe operation. At the very least, true currency should include full proficiency in takeoff and landing. Extra hops to accustom yourself to a new ship or a different field, plus perhaps some emergency simulations if it’s been a while; all are wise investments. Take two, they’re small.

Although genuine confidence signifies the greatest skill, overconfidence can be a mortal sin. And this is doubly true in difficult weather. No matter how much experience you do have, when conditions are tough or unfamiliar, or when you might be a bit rusty, don’t let cost or pride keep you from taking a check flight with a local expert. If you step in over your head anyone watching will know it, and your ‘image’ will be tarnished more by that decision – even if you get away with it – than by a wise and noble exhibition of humility. Understand that for all of us, at any level of experience or skill, wild weather can undermine ability. The point here is for each to know our limits, in view of existing weather conditions, and operate within them. This may seem very confining at times, but it can’t be as painful as the knowledge that you pranged an aircraft – or worse. Everyone should want to expand their limits, but we must do so gradually, in a controlled manner.

Safety issues can even influence your choice of where to fly. Some of the best sailports are obviously less safe than others, perhaps due to mountainous terrain or the very weather phenomena that make those locations attractive to serious pilots. Such a site may not offer the best setting in which to learn, or to get current. Base that choice on sound information and rational consideration. If something about a soaring site makes you uncomfortable, go somewhere else for a weekend, or a season, and return to the more challenging place when you’re better prepared.

Another factor that could affect your preference of home fields might be the procedures followed by any particular operation. Some details vary from one site to another, tailored to fit specifics of different physical environments, but there are cases where long-time tradition dictates procedures that don’t really make good safety sense. Do not be coerced into unsafe practices just because someone says, That’s how we’ve always done it.

T L C

Of countless non-flying details that fall under the heading of safety, some may seem unimportant by themselves, but they all contribute to a safe environment, in both physical and psychological terms. Issues that seem trivial may gain more relevance to safety if, after a moment of thoughtlessness on your part, an aircraft’s owner, or an aircraft lover, tries to strangle you.

HOW TO NOT MAKE ENEMIES

•Never put your hand on the clear part of anyone’s canopy, period.

•Don’t even touch someone else’s aircraft unless you’re sure they want you to, and when volunteering to help them rig it or move it, always ask how they want it done.

•Never sit on a wing or step over the tail boom of someone else’s glider, unless you see them do it first.

•When helping to assemble a glider, wash it, move it, or just hanging around, avoid accidentally scratching any part of any aircraft with zippers, buckles, finger rings, the rivets of jeans, etc.

•Before leaving a cockpit that will be occupied by others, clean house. Remove anything that doesn’t belong there (lens caps, wrappers, crumbs, debris from shoe soles, etc.)

•LINE PERSONNEL: when mowing grass near any aircraft, do not point the mower in a direction that will cast pebbles, dust, and moist green cuttings toward the beautiful, expensive equipment!

CANOPIES

A canopy is the most fragile part of any aircraft, and pound for pound the most expensive. Its plastic is soft, so that scratches – from fingertips, etc. – can be buffed out. Some cleansers will damage canopies, so use only fluids that are approved for this purpose (water works well). A clean, soft terrycloth towel is essential. Never use ordinary paper towels; they can make a new canopy look old in just a few applications. Be sure that whatever you use is really clean and free of grit. This is a genuine safety of flight issue; visibility through a scratched or dirty canopy can be near zero when looking toward a low sun, especially in winter, when the sun is always low.

In humid weather or cold temperatures, your breath may fog the inside of a canopy. Once this starts it can take a long time to evaporate, and wiping it off doesn’t work – but will scratch the canopy! Try to prevent fogging by opening a vent, not breathing directly on the canopy, and covering your mouth with a scarf.

Some canopies can focus solar rays with intensity sufficient to cause fire. Gliders have been damaged, even destroyed by this unexpected hazard. Leaving a glider parked pointed directly at the sun maximizes the magnifying effect of the canopy’s curve. Cover the canopy if that’s practical, or anticipate the sun’s movement and orient your ship so that this cannot become a problem.

Many canopy frames are prone to springing out of shape and then not sealing well when shut, causing unnecessary draft and noise which detract from the pleasures of soaring. Any time you handle a canopy, whether opening, cleaning, or closing it, be gentle! Most have fragile hinges, and the mechanical links or lanyards that hold them while open are subject to wear. Always check both ends of such cables, chains, cords, or struts. If one is allowed to break, the canopy will flop over too far and stress its hinges, hit the wing, or even crack. Clamshell canopies which open vertically tend to rock in a wind, causing undue stress and becoming loose where they attach to the airframe. Any of these items are easy to miss in a less-than-thorough pre-flight inspection, and when they fail the canopy will almost certainly be damaged or destroyed.

Be gentle with the sliding windows and vents too; they’re fragile, and ridiculously expensive.

Sometimes it’s necessary to have a passenger sit in the cockpit while a glider is moved into launch position, or off the runway after landing. It may be unbearably hot on the ground with the canopy closed, but you must not let an open canopy bounce against its hinges. Rather, have the passenger brace an elbow on the gunnel and hold the frame partially open with that hand.

If you choose to leave a glider temporarily parked with its canopy open to keep the cockpit from getting too hot, use a cushion or something similar, to ensure that it cannot blow closed by itself. But realize that airborne grit may adhere to the inner surface, which would then scratch the canopy when you clean it. Another idea: leave the canopy closed, but with a white bed sheet or silver reflective panel spread inside the cockpit to reflect light and reduce solar heating.

Covering canopies is good – if done right. It will prevent deterioration due to ultraviolet light and help keep the cockpit cool. On the other hand, grit under the cover can damage a canopy more than leaving it exposed to the elements. If you use a canopy cover, be very careful when putting it on and taking it off (clips or buckles allowed to slide between the cover and the canopy can defeat the entire purpose in one careless moment). Keep the cover’s inner surface as clean as possible. When you remove it, prevent grit from collecting by folding it inside in.

Always secure any side-hinged canopy before stepping away from it. Left open, a wind gust or prop wash can slam it shut and break it, and if left closed but unlocked, it can blow open and break almost as easily. Make it your habit to close and latch every canopy, even when the wind is light. Otherwise, you will eventually suffer undue grief and justified expense.

Things we take for granted, such as wrist watches, finger rings, hair pins, or anything handheld, will scratch a canopy, and impair the clarity of your VISION. Soaring pilots are known for a variety of practical, sometimes odd-looking headgear. Whatever kind of hat you wear, if it has that goofy little button on top (metal thinly covered by fabric), remove it before your next flight, or eventually it will break your canopy.

GROUND HANDLING

Even some relatively experienced pilots lack an adequate idea of how best to handle aircraft on the ground. Much incidental damage occurs in this context, and a damaged aircraft is a less safe one. The operators’ manual is the first place to look for information about any particular plane. If details about ground handling and care are not mentioned there, consult fellow pilots or aircraft mechanics familiar with that kind of glider or type of construction. Specific dos and don’ts will vary from ship to ship, but a few general rules apply to almost every situation.

Below is a short list of cautions everyone should understand about handling gliders on the flight line. (A comprehensive list might be longer than this book.)

THINGS EVERYONE ON THE FLIGHT LINE SHOULD KNOW

•First, LOOK OUT! Gliders are nearly invisible when approaching head-on, and totally silent. Watch carefully and check often for incoming traffic while you’re near the landing area.

•When manipulating control surfaces externally, grasp them near the push rod or control cable to limit stress.

•Avoid exposing unlocked controls to a tailwind that could bang them against their stops.

•Never push or pull gliders from the wing tips.

•Trailing edges are not where to push or apply pressure.

•If the horizontal stabilizer is used as a handle, hold it as close to the fuselage as possible.

•Do not drag the tail sideways when rotating a fuselage unless it has a castering tail wheel or dolly.

•When wind is blowing sideways across a glider, have someone on the windward wing holding it down with weight, rather than holding the other wing up with muscle power.

•Where ground descends even very slightly from one side to the other, a glider should be walked with someone holding the uphill wing tip to restrain it if it begins to accelerate.

•Never leave a glider connected to a tug vehicle for any length of time before or after moving it. Otherwise, it’s a loaded gun.

THE GOLF CART INCIDENT (There were no witnesses)

I needed to move a heavy glider the length of a runway, with no one to help. It had tip wheels, so I hooked the thing to a golf cart with a short tug rope and headed slowly down the strip – between runway lights. With a slight tailwind quartering from the left, I was careful to keep the windward wing up for stability and then pull slightly against the ship’s tendency to ground loop to its right. It was tedious but going well – until a gust of wind accelerated the aircraft and swung it hard to the left. My only defense then was to turn the golf cart right and speed up. Immediately, we were moving much too fast (downwind and downhill), and the ship was yawing like a stubborn mule toward the nearest runway light.

Suddenly out of options, I leapt from the golf cart, threw myself in front of the fastest-moving wing, and body blocked it. That skidded the tail hard on pavement, but stopped the ground loop and slowed the airplane. I was thrown violently to the pavement under one wing as it came to rest high-centered on the golf cart’s steering wheel. The bottom of the wing was scratched at that spot and the golf cart’s steering wheel was cracked, but there was no other damage. Lying in pain on the asphalt, I recognized how lucky I was despite being such an idiot.

MISTAKES, all avoidable:

•I didn’t THINK first.

•I moved expensive equipment without waiting for help.

•I moved it faster than necessary.

•I used a short rope. (That may have helped maintain control as long as I did, but for any glider to be pulled the tug rope should be longer than half a wingspan, so that it’s harder for a wing to strike the tug vehicle!)

RESULTS, each of which could easily have been much worse:

•The tail was skidded hard, sideways on pavement

•The wing was scratched - minor, on the bottom, but still…

•The golf cart was damaged, and it didn’t belong to me.

•I received bruises and abrasions, richly deserved.

OUTCOMES RISKED, but luckily avoided:

•Extensive and expensive damage to the bird.

•Damage to runway lights – compromising others’ safety.

•Serious personal injury, with no one else around…

•Stoppage of operations while the mess was cleaned up.

•Bad press from skeptical power pilots, people in the parking lot, the coffee shop, local paper, etc.

Moral: mere ‘situations’ can become debacles in a heartbeat. When an unusual circumstance materializes, THINK FIRST, get help if you can, and take the time to do it right!

PRE-LAUNCH

Don’t forget to consider weight and balance. Determine beforehand whether you need, or can afford, extra weight. Too much left in is better than too much left out, and weights left out tend to end up misplaced, so consider leaving them in the cockpit (secured, unable to move) rather than somewhere on the ground, where they might grow legs.

It’s good to be familiar with how an individual glider handles in various loading configurations unusual to you. Think beforehand about how such issues relate to launch, gliding, stalling, turning, and landing. This is especially important in multi-place ships. If there is doubt once you’re aloft, test your craft’s slow speed handling at safe altitude to avoid unwelcome surprises later.

And take the problem of density altitude seriously. Flying from (or into) a field at high elevation, especially if the day is hot, aerodynamic performance is impaired in every way. Takeoff and landing rolls will be longer at high density altitudes, and climbs on tow slower. Also, because actual velocities are greater for a given indicated airspeed, turns will consume more space. You’ll need more room to complete any maneuver when soaring near high terrain or turning into a tight landing at high elevation on a hot day.

Heat or cold can interfere with pilot judgment, and quickly become safety problems. Anticipate either or both and prepare thoughtfully. One good way to hedge the bet is to take a jacket you can fold under an elbow or put your arms through and wear backwards. A warm hat and gloves occupy almost no room when not in use, and they can be stuffed nearly anywhere. We should all protect our skin and eyes from sunlight; long-term effects of excessive exposure can be very sad. On hot desert days, long sleeves and long pants are cooler than short sleeves and short pants – if the fabric is loose and light, and you don’t expend too much energy. Getting socks damp before takeoff, whether from perspiration, wet grass, or snow, can give you cold feet. And whatever the weather, always wear footgear substantial enough for a possible long hike in the country…

Unsecured objects floating free around the cockpit present serious hazards. Spilled liquids of any kind are a major nuisance, and anything heavy such as a hand-held device can suddenly become a dangerous projectile. Very small items can seemingly vanish, causing pointless annoyance for the rest of a flight as you try to find them – or do without them. They could also fall beneath rudder pedals or between the stick and seat pan where they might jam the controls. (I once saw a tow pilot very nearly crash on takeoff because a two-inch stub of pencil fell below a floor panel and lodged at the base of his stick!) If you intend to fly with lotsa non-essential crapola, consider wearing a flight suit, or a fishing vest bristling with pockets.

These concerns also are more important in a two-seat glider with twice as many nooks and crannies, half of which you cannot reach in flight. Never take off solo in a two-seater without an aft cockpit check: its controls free and clear, cushions and belts secure, and canopy locked.

When flying dual, brief other occupants about the cockpit and procedure. If they are fellow pilots, confirm both who is technically pilot in command, and who’s actually on the controls. If they’re students, provide the information they need beforehand so they can make the most of their opportunity to learn. (If you are the student, don’t be timid; the only stupid question is the one you fail to ask.)

Passengers deserve special consideration for several reasons. First, they are sometimes apprehensive and in need of reassurance. They may have no idea what to expect, so begin by introducing them to the aircraft and procedures before they enter the cockpit. While helping them settle in, explain the equipment and its uses, particularly what to not do or touch (tow release, canopy latch, canopy jettison, etc.). Tell passengers in advance about everything you do and explain your reasons. Do not attempt to impress them with how brave you are, or how strong your stomach is. (If you make a passenger airsick, you very much deserve to clean the mess they make in the cockpit.)

Whenever possible, put passengers in the front seat so you can keep an eye on them. If they grow silent or their breathing patterns become unusual, they may have had enough. Ask how they’re doing in an up-beat way, and if even a positive response lacks enthusiasm, get them down before it’s too late.

Some people let others talk them into flying when they’d rather not. Soaring is supposed to be fun, after all, so there’s no reason to fly with anyone who doesn’t want to go!

Discuss special concerns with the tow pilot and/or wing runner. These might include unusual weather conditions, particular wing-running needs, towing speed, destination, etc.… before staging to launch!

Confirming the integrity of a towline is our responsibility as pilots in command. Some of us entrust that judgment to others, perhaps with reasonable confidence, but any ensuing failure of the equipment will be our problem. Inspecting a rope for frays, and its rings for cracks or wear, takes only seconds. Never fail to make sure this is done – and if repair is needed, DO IT NOW.

Never (let anyone) rush a takeoff! Unless you’re launching unassisted, be strapped in before the towline is attached. And always complete a full takeoff checklist!! Finally, when you’re sure you’re ready to go, ALWAYS stiff-arm the spoiler handle one more time to make triple sure it’s locked. And even then, if there’s any interruption or delay prior to takeoff, go through the checklist again.

Takeoff is the most hazardous part of any flight, so allow no distractions. If you realize that some major detail was missed before launch, abort at safe altitude and start over. Minor issues related to convenience or comfort should be dismissed until you’ve climbed above pattern height. At that point, if you fall out of tow position while fiddling with something you should have done beforehand, at least you’ll be high enough to release and fly a normal landing pattern.

And always look both ways before releasing from tow!

TRAFFIC !

Whether thermaling together, rat racing on a ridge, or simply crossing paths like ships at sea, another sailplane on the wing is something that must be seen - from safe distance - to be appreciated. In addition to the beauty of it, there are very good reasons to fly near others. Following another pilot can be educational, and the closer you are the better you can observe fine points in their technique. Pilots of relatively equal skill can benefit from soaring together in the tactic known as ‘team flying’. When one enters lift or sink the other can quickly join in or move away to search elsewhere.

The essential element for traffic safety is visibility, and we all need to be looking, actively, all the time. When gaggling, visual information from thirty seconds ago is no longer current!

The FARs prohibit formation flight except by prior arrangement, a regulation soaring pilots bend to varying degrees when gaggling. For multiple gliders circling (tightly) together, right-of-way protocols and common-sense etiquette