Notes

Outline

Summary Report: CFI Conference Keystone Gliderport, Julian, PA 24-27 August 1999 Joe C. Parrish 5 December 1999

Introduction CFI Conference held at Keystone Gliderport in Julian, PA, August 23-27 Sponsored by Knauff and Grove (gliders, meeting room, lodging) and SSA Soaring Safety Foundation (aerotows) Attendees 2 commercial operators (Knauff, Grove) 6 clubs (M-ASA, Caesar Creek, Cumberland, Hemet, Boulder, Skyline) 1 SSF (Hammond) 1 FAA (Groft) Format was group discussion in morning, fly in afternoon Topics of mutual interest, taught by participants Dual flights with other CFI-G’s

Recap of Morning Sessions Discussion Topics Judgment training Legal requirements Standardization Advanced training Accident prevention Attitude Emergency training Human factors Towing Bringing on new CFI's

Instructor Responsibilities Judgment Training FAR 61 requirement to teach judgment (ADM) Can use Knauff & Grove Accident Prevention Manual for Glider Pilots/Instructors Phil Ecklund/Boulder introduced a 12-month accident prevention program New focus area each month Recognize that pilot safety goes up after BFR, safety seminar, etc.; try to maintain that level throughout the year Legal Requirements Logbooks can disappear – can substantiate by bringing in other students who received training Student Scheduling Several instructors using 1.5 hour blocks No more than 4 students per day

Accident Prevention 1999 Accident Stats 19 accidents 30% in low performance gliders Need to look at prep for HP ships 100 fatals in 16 years 2 in VA This year’s biggest issue is aerotow accidents Inadequate positive control checks and pre-takeoff checks Wing runner can assist in checking canopy, flaps, etc., but should should not “take over” the PIC’s role Mid-air collisions between tow plane and free-flying glider immediately after towed glider releases Glider pilot should clear area to left of towplane before releasing

Advanced Training Thermalling Small cloud -- lift on upind side Large cloud -- lift on downwind side Myth:  Wing lifted is by thermal -- edge of thermal characterized by sinking air Upon encountering lift, count three seconds, begin turn, wings level at best lift in circle, count three seconds, repeat Best clouds are triangular in shape When approaching cloud, aim for one side of expected best lift -- that way you always know which direction to turn

Advanced Training [cont’d] Intro to Competition Flying For first contest, choose a friendly (for outlandings) site Knauff recommends Welch & Irving _New Soaring Pilot_ Landing Out Area immediately downwind of landing field is often good thermal source–investigate this at an altitude high enough to take advantage of it Single most important factor in off-field landings is obstructions–would take small field w/o obstructions over large field w/ obstructions

Transition to Single-place Ships Review flight manual for quirks; check used ship for CG mods (OK to use ballast for stability) Review cockpit configuration Review takeoff procedure (hold stick steady - slightly aft of neutral) Don't be afraid to release during ground roll if things aren't going right Review landing attitude Don't feel obligated to move flaps during first takeoff If possible, take first launch during good conditions -- get experience w/ ship before first landing Do forward stall -- scope out nose attitude, stick feel, etc. Practice landing at 1000' above pattern altitude Flapped ships require pitch change as more flap is deployed Use partial flaps on first few landings Low-time pilots should, in general, avoid flaps-only ships

Recap of Afternoon Sessions Dual flights in Grob 103s and Schempp-Hirth Duo Discus Poor weather limited flying to three days Maneuvers: Positive control check Pre-takeoff checklist Takeoff procedures Aerotow Signals on tow Release procedures Aileron drag demonstration Shallow, medium, steep turns Forward and turning stalls Normal landing PT3 (simulated rope break at 200’ AGL)

Pre-takeoff & Takeoff Positive Control Checks Each new pilot flying the ship Sense during preflight inspection Positive check (sense) all controls w/ verbal Pre-takeoff Checklists ABBCCCDE & CB-SIT-CB were most common --> CB-SWIFT-CBE Don’t forget aircraft-specific items from POH Hookup and Launch Techniques Not standardized across the country Issue: PIO’s for initial flights in unfamiliar ships Hold stick slightly aft of neutral and let glider fly itself off Stabilize elbow on body (e.g., leg) or cockpit structure Issue: Aerotow emergencies Towplane “fanning rudder” still not used/misunderstood Towplane should not signal if achieving positive climb rate and not in danger

Landings Pre-landing Checklists Some standardization around FUSTALL Aircraft-specific items preclude absolute standardization Landing Patterns Raise altitude at IP in windy conditions -- avoids turn in wind gradient at low altitudes Teaching Side Slips It is _never_ OK to put too much rudder in the direction of the turn -- therefore, turning slip should be done w/ tailwind on base Crosswind Landings Use combination (simultaneous) of crab and sideslip

Teaching Landings: TLAR & Beyond

Agenda Review of TLAR Method Shedding Variables Final Thoughts

Review of TLAR Method TLAR – “That Looks About Right” (Chapter 22 in Glider Basics: From First Flight to Solo) Uses judgment of angles to define key positions in pattern Offset from runway on downwind Points “A” & “B” on downwind Glideslope on base & final Ground exercises allow students to practice patterns and angle judgment

Runway Offset on Downwind

Landing Pattern – Plan View

TLAR Checklists Initial Point (I.P.) Disregard altimeter Hand on divebrake Establish airspeed Downwind Leg Watch Airspeed Monitor Variometer Announce Points (A) & (B) Turn onto Base Leg (& Final) Approximately 45° Angle of Bank Well Coordinated Constant Airspeed

Glide Slope on Final

Shedding Variables At the point of touchdown, 11 separate variables must be “right” (1) Touchdown point (X position) (2) On runway centerline (Y position) (3) Airspeed (groundspeed – X velocity) (4) Lateral drift (Y velocity) (5) Descent rate (Z velocity) (6-8) Pitch, Roll, Yaw angle (9-11) Pitch, Roll, Yaw rate Student pilots have a difficult time handling more than three variables at once (e.g., turns) Suggestion — “shed” as many variables as possible, as early as possible

Shedding Variables (cont’d) Before entering pattern Pre-landing checklist performed at 200-300 feet above pattern entry altitude Use lazy circle to observe traffic over 360° Trim for pattern airspeed (X velocity) Key decision:  Altitude and position at I.P.

Shedding Variables (cont’d) At I.P. and downwind Enter pattern at correct altitude (Z position) and use spoilers as necessary throughout pattern to maintain glideslope (Z velocity) Fly at correct offset from runway (gives enough time on base leg to judge angle of glideslope) and long enough on downwind leg to give enough time for stabilized final Key decision:  Position of turn to base leg

Shedding Variables (cont’d) On base leg Judge angle (TLAR) and adjust glideslope if necessary Maintain airspeed Key decision:  Position of turn to final leg

Shedding Variables (cont’d) On final Roll out on centerline (Y position) Incorporate correction to eliminate wind drift (Y velocity) While maintaining airspeed, use divebrakes to control touchdown point

Final Thoughts TLAR provides a rigorous foundation upon which a student can build, using their own experience. “Recipe” reduces stress until a more subjective feel for the proper angles, etc. is developed If you think your student is cheating on ground reference points, have them fly a different pattern (runway, traffic direction, etc.)