Transcript 1997 SAFETY SEMINAR - Arizona Soaring Association

Pierce Brosnan, Tom Knauff, John McTiernen
SAFETY SEMINAR
Lakeland, Florida
February 2, 2,002
© Tom Knauff
Flying Gliders
Is Dangerous!
2001 ACCIDENTS
 From
NTSB reports only.
 38 reported accidents. (18 E, 20W)
 6 fatalities (2 East, 4 West)
www.ntsb.gov/NTSB/query.asp
© Tom Knauff
2001 FATALITIES
The way I see it.
Showing off – Discus CS
Pushing limits - Nimbus 3DM
Improper assembly – ASW-20
High on tow – Ka6
Medical? Inexperience? Showing off? SZD-55
Stall / spin – low power - Moni
©Tom Knauff
Since 1964
37 years active
glider flight training:
Up to 2001, only 4 accidents we knew of.
2001 the first fatality.
Two other accidents.
National Transportation
Safety Board
Glider Fatalities
Seventeen Years
1983 - 2001
USA GLIDER
FATALITIES
128 Fatalities
7.1 per year
14
12
10
8
6
4
2
0
83
85
87
89
91
93
95
97
99
1
Which is more dangerous?
 Gliders?
 Automobiles?
1997 STATISTICS
 AUTOMOBILES
 GLIDERS
 41,000
7
Fatalities
 1 in 6,463
Fatalities
 1 in 2,000
©Tom Knauff
“Flying is especially unforgiving of
ignorance, errors or foolish behavior.”
© Tom Knauff
“A little learning is a
dangerous thing.”
Alexander Pope
(1688–1744)
© Tom Knauff
“We never really know what
stupidity is until we have
experimented on ourselves.”
Paul Gauguin (1848–1903)
© Tom Knauff
“Just as going to church won’t
make you religious,
sleeping in your garage won’t
make you a race car driver.”
Garrison Keillor
© Tom Knauff
THE BASIC TRUTH
Pilots do not have the
fundamental knowledge to
allow them to fly safely.
KNOWLEDGE IS THE KEY!
If you don’t have it here:
You can’t have it here.
© Tom Knauff
Four question
TEST
In a steep, left turn, at a stable
bank angle and airspeed,
the controls will be held:
A. Right aileron, right rudder, back stick.
B. Left aileron, left rudder, back stick.
C. Right aileron, left rudder, back stick.
D. Left aileron, right rudder, back stick.
During a left turn on aerotow,
the glider pilot should see:
A. The left side of the towplane.
B. The right side of the towplane.
C. Both sides of the towplane
equally.
D. Which side is not important as
long as the glider is not too high.
You are most likely to have a
stall/spin accident during what
three occasions?
Answer Later
Early on tow, you see the
towplane waggling its rudder.
What does this mean?
Licensed Glider Pilots
The average score on a
longer, similar test is 34%
WHEN ARE YOU AT
MOST RISK?
1. Landing.
2. Takeoff.
3. Low altitude thermalling.
NTSB STATISTICS
THE GREATEST RISK
Takeoff
15%
Unknown
7%
In flight
14%
Pattern & Landing 64%
© Tom Knauff
GLIDER ACCIDENT CAUSES
1992: 47 Accidents
Aircraft 13%
Environment
4%
Pilot 83%
NTSB
© Tom Knauff
ACCIDENT CAUSAL
FACTORS




AP E S -
ircraft
ilot
nvironment
ituation
© Tom Knauff
KNOWLEDGE IS THE KEY!
If you don’t have it here:
You can’t have it here.
© Tom Knauff
HOW DO WE CHANGE
PILOT BEHAVIOR?
•
Examiners and CFI’s
hold the key.
•
Everyone can help by
actively being
involved in safety.
© Tom Knauff
PILOT FACTORS
 Knowledge
 Skill
 Judgment
© Tom Knauff
THE LEARNING PYRAMID
Judgment
Skills
Experience
Knowledge
©Tom Knauff
The pyramid of knowledge is
made of thousands “blocks” of
knowledge.
Missing one or several makes
the entire pyramid unstable.
Here is the list of FAA
licensing requirements:
1. FAR Part 1, 43, 61, 91, and 830.
Eligibility requirements. Medical requirements.
Personal log book. Glider pilot certificates; privileges,
and limitations. Glider and tow pilot recency of
experience requirements. Airworthiness and registration
certificates. Maintenance requirements and
records.General operating rules. Flight rules. Accident
reporting.
2. Glider Flight Manual.
Operating limitations, equipment list. Performance
charts, tables and data. Weight and balance. Ballast and
it’s effect on performance.
3. Glider Assembly, and Disassembly.
4. Flight Preparation and Planning.
National airspace system. Controlled airspace.
Special use airspace. Enroute checkpoints. Go ahead
points. Using lift sources and speed between lift sources.
Terrain considerations. Selecting landing areas. Personal
equipment. Aeronautical Information Manual.
Navigation, aeronautical charts. Cross country
emergency procedures.
Personal Equipment. High altitude. Varying terrain.
Long distances. Climatic conditions. Oxygen systems.
Parachutes.
6. Flight Instruments and Associated Aircraft Systems.
Magnetic compass. Yaw string. Airspeed indicator.
Altimeter. Variometer. Inclinometer. Total energy
compensator. Gyroscopic instruments Electrical system
Landing gear. Avionics
7. Soaring Weather.
Recognition of critical weather situations and conditions
suitable for soaring flight. Basic VFR weather
minimums. Adverse weather conditions.
8. Pilot Weather Reports and Forecasts.
Procurement and use of aeronautical weather reports &
forecasts.Area and terminal forecasts. Winds &
temperatures aloft. Severe weather watch bulletin.
Surface analysis chart. Weather depiction chart.
Radar summary chart. Composite moisture stability
chart. Significant weather prognosis.
Effect of density altitude and wind on performance.
Severe weather outlook chart. SIGMET’s and
AIRMET’s. NOTAM’s. PIREP’s. Wind shear reports.
Estimating visibility. Making sound go-no-go decisions
based on weather.
9. Stability Charts. Pressure and temperature lapse rates.
Atmospheric instability. Thermal index. Thermal
production. Cloud formation and identification. Frontal
weather. Other lift sources.
10. Hazards Associated With Thunderstorms.
11. Preflight. Line inspections. Tie down. Control lock
and wheel chock removal. Ice and frost removal. Written
checklists. Flight control Proper assembly. Personal
equipment. Tow rope, weak links, tow line inspection,
releases. Launch equipment inspection –tow hitches,
releases. Structural damage. Noting discrepancies.
Ground handling. Post flight procedures.
12.Launches, Aerotow and/or Ground tows. Surface
operations. Pre-takeoff checklists. Takeoff. Aerotow,
including airspeeds. High or low tows. Signals. Safety
precautions. Release procedures. Slack towline
procedures. Boxing the propwash. Wake turbulence.
13.Aerotow, Abnormal Procedures.
Towplane power loss during takeoff. Towplane power
failure at altitude. Glider release failure. Towline break
during takeoff. Glider and towplane release failure.
Purposing.
14.Precision Maneuvering.
Straight glides. Turns, Shallow, medium, steep turns.
Flight at minimum controllable airspeed. Imminent
forward and turning stalls. Full stalls, forward stalls.
Spirals. Spin entry, spins, spin recovery technique.
Collision avoidance. Turns to headings.
15. Critical Performance Speeds.
Never exceed speed. Minimum sink speed. Maneuvering
speed. Rough air redline. Speed to fly. Best glide speed.
16.TrafficPatterns.
Entry and departure procedures Co-existing traffic
patterns. Rules. Pre-landing checklist. Collision
avoidance. Wake turbulence
17.Normal Landings.
Use of dive brakes, spoilers, and flaps. Accuracy
approaches and landings. Faulty approaches. Sideslips,
forward slips, turning slips.
18. Crosswind Takeoffs and Landings.
19. Downwind Landings.
20. Ground Reference Maneuvers.
21. Off Field Landings (simulated).
22. Emergency Procedures, and Equipment Malfunctions.
23.Exercising Judgment. Correct aircraft control and
sound judgment in decision making.
24.Soaring Techniques.Thermal Soaring. Ridge and slope
soaring. Wave soaring. Mountain soaring. Convergence
lift
25. Recovery From Unusual Attitudes.
High speed spirals. Excessive bank angles. Excessive
pitch angles. Crossed control stalls. High sink rates.
26.Medical Factors.
27. Cross Country Emergency Conditions and
terrain problems.
28.Flight Test. Fight test requirements. Written test
requirements. Use of distractions during flight test.
TEACHING
FUNDEMENTALS
Learning begins at
the Rote level.
© Tom Knauff
Rote learning is
memorizing facts.
HOW PEOPLE LEARN
6%
13%
SIGHT
3%
3%
Sight
Hearing
Touch
Smell
Taste
75%
© Tom Knauff
Stuff you should know
about stalls.
© Tom Knauff
HOW IMPORTANT IS
STALL TRAINING?
NTSB and AOPA studies show
up to 3/4 of all fatal accidents
are the result of stalling.
© Tom Knauff
WHAT ARE WE
SUPPOSED TO TEACH?
FAA Flight Training Handbook (AC 61-21A)
Page 144 “Fundamentals of Stall Recovery”
“During the practice of intentional stalls,
the real objective is not to learn how to
stall an airplane, but to learn how to
recognize an incipient stall and take
prompt corrective action.”
© Tom Knauff
HOW MANY SIGNS?
© Tom Knauff
© Tom Knauff
TEST - HOW TO
RECOGNIZE A STALL
What are the signs of a stall?
1. Excessive Back Stick Pressure.
2. Nose High Attitude.
3. Low Airspeed.
4. Quiet
5. Ineffective Controls.
6. Shudder or Buffet.
© Tom Knauff
THREE FACTORS
 Aircraft
 Pilot
 Environment
© Tom Knauff
THE AIRCRAFT
Factors that influence the stall:
 Dive brakes open or closed?
 Coordinated flight?
 Surface - Dirty? - Frost?
 Angle of bank?
 CG?
 Weight?
© Tom Knauff
THE PILOT
How a pilot senses a stall:
 1.
Excessive Back Stick Pressure.Feel
 2. Nose High Attitude.
Sight
 3. Low Airspeed.
Sight
 4. Quiet
Hear
 5. Ineffective Controls.
Feel
 6. Shudder or Buffet.
Feel
© Tom Knauff
THE ENVIRONMENT
 Wind
Gradient.
 Turbulence.
 Wind
Sheer.
 Terrain.
 Emergencies.
© Tom Knauff
THE BOTTOM LINE
1. Keep the nose of the glider below the
horizon in a normal gliding attitude.
2. Keep the yaw string straight.
Do the above and it is highly
unlikely you will stall.
© Tom Knauff
WHEN IS A TURNING
STALL MOST LIKELY?
 PT3
 Unusual
Landing Pattern
 Low Altitude
Thermalling
© Tom Knauff
AVOIDING
TURNING STALLS
 Use higher pattern altitudes in
windy or turbulent conditions.
 Avoid low altitude turns.
 Avoid shallow turns.
 Keep nose below horizon.
 Keep the yaw string straight.
© Tom Knauff
PREVENTING LANDING
ACCIDENTS
© Tom Knauff
THE LANDING STALL
 Is rarely the result of a
“normal” landing pattern.
Normal Pattern Spacing
Low, Slow, and Close
Too Low
Too Slow
Shallow Bank
©Tom Knauff
FLY SAFE LANDING
PATTERNS
 Commit
To The Landing
Pattern With Enough Altitude
To Positively Fly A Normal
Pattern.
(Avoid The Unusual.)
© Tom Knauff
FLY SAFE LANDING
PATTERNS
 Wind.
Increase Pattern Altitude,
as Well as Airspeed.
 Keep a Proper Distance While
Flying The Downwind Leg.
(Avoid Being Too Close.)
© Tom Knauff
FLY SAFE LANDING
PATTERNS
Make Coordinated,
Constant Speed Turns
At All Times.
(Especially in the
Landing Pattern.)
© Tom Knauff
PROPER SPACING
WIND
Landing Area
Too close
Correct
© Tom Knauff
KEEP YOUR DISTANCE
45 DEGREES
30 DEGREES
RUNWAY
© Tom Knauff
USE A PRE-LANDING
CHECKLIST
Runway
Undercarriage
Speed
Trim
Airbrakes
Look
I.P.
© Tom Knauff
TURN CHECKLIST
Runway
Constant Speed
Straight Yaw String!
© Tom Knauff
THE BUTTONHOOK PATTERN
VERY
DANGEROUS!
Runway X
X
© Tom Knauff
AVOID THE EXTREMES
Steep Approach
Shallow Approach
© Tom Knauff
WIND GRADIENT
 Worst
below 200 feet.
 Wind Shear, Turbulence.
 Wings can be in different air
when banked.
 Avoid by descending with level
wings, and adequate airspeed.
© Tom Knauff
PATTERNS IN WIND
 Raise
pattern speed 1/2 of
wind speed.
 Add factor for unusual
turbulence.
 Raise
pattern altitude with wind
or turbulence.
© Tom Knauff
PT3

Premature Termination's of The Tow.

~ 20% of all fatal glider accidents.
© Tom Knauff
WHAT ARE THE ODDS?
50 – 50!!!
Either the rope will break
or it won’t!
AVOIDING PT3 STALL
 Expect
the emergency.
 Have a plan of action.
 React instantly.
 Get the nose down to a
flying attitude.
© Tom Knauff
SAY 200 FEET
“200 FEET!”
“Decision Point?”
© Tom Knauff
200 FEET PLAN OF ACTION
1. Lower Nose to Gliding Attitude
2. Initiate turn (Usually into wind.)
3. Keep Yaw String Straight!
4. Establish Adequate Bank Angle.
5. Constantly Monitor Pitch Attitude
and Yaw String Throughout Turn.
© Tom Knauff
The Tow Pilot Can Help
NORMAL TOW
X
Wind
© Tom Knauff
A BETTER WAY
x
Wind
© Tom Knauff
Final Words
WHAT YOU CAN DO
 Skill:
It is estimated that the
average glider pilot only flies 35
hours a year.
 Knowledge: Do you know what
you need to know to fly safely?
© Tom Knauff
KNOWLEDGE
 FAR
Part 61.
– Lists everything you are required to know.
 Practical
Test Standards.
– To what standard.
 ABC,
Bronze Badges
– Knowledge and skills
specific to gliding.
© Tom Knauff
USE CHECKLISTS
 Assembly
 Pre-takeoff:
CB - SI(F)T- CBE
 Pre-landing: USTAL
© Tom Knauff
Avoid Distractions.
Use other people.
JUDGMENT
 Judgment:
Considering your skill
and knowledge, should you . . .
 Have you read the judgment
training manual,
“Accident Prevention Manual
for Glider Pilots?”
© Tom Knauff
THE CFI
 Find
a good, experienced,
mature CFI.
 Ask them to be critical of your
performance.
 Take several flights with CFI.
© Tom Knauff
PEER PRESSURE
© Tom Knauff
KNOWLEDGE IS THE KEY!
If you don’t have it here:
You can’t have it here.
© Tom Knauff
RECOMMENDED READING
 BOOKS
BY EXPERIENCED
PROFESSIONALS.
© Tom Knauff
WOLFGANG LANGEWISCHE
“The most important book in aviation.”
 Stick
and Rudder.
© Tom Knauff
DEREK PIGGOTT
Setting the standard since the 50’s.
 Gliding
 Beginning Gliding
 Understanding Gliding
 Gliding Safety
 Ground Launching
© Tom Knauff
ANN WELCH
FRANK IRVING
 New
Soaring Pilot
© Tom Knauff
TOM KNAUFF
(The only glider flight training
manuals that fulfill all FAR flight
requirements.)
 Glider Basics From First Flight To Solo
 After
Solo
 Transition
To Gliders
© Tom Knauff
MORE BOOKS BY TOM
 Accident
Prevention Manual For
Glider Pilots
 Accident Prevention Manual For
Glider CFI’s
 Glider Flight Instructor’s Manual
 Off Field Landings
 Ridge Soaring
© Tom Knauff
ABC IS THE KEY!
ALWAYS
BE CAREFUL!
© Tom Knauff
ANY QUESTIONS?
© Tom Knauff
Thomas Knauff
Ridge Soaring Gliderport
3523 South Eagle Valley Road
Julian, Pa 16844
Phone (814) 355 2483
Fax (814) 355 2633
Email: [email protected]
www.eglider.org
©Tom Knauff