On Jul 3, 5:59*am, T8 wrote:
On Jul 3, 7:38*am, Surfer! wrote:



In message
, Ian
writes

On 2 July, 20:21, Brian wrote:

I totally believe most stall spin accident soccur because the pilot is
not thinking about a stall spin and is not on the hair trigger ready
to recover, .i.e. they are distracted from this issue.

I believe that many of the spin accidents in the UK occur because most
pilots are trained ab initio in unspinnable gliders and, whatever
their instructors say, end up believing deep down that spins have to
be specially provoked in specially prepared or chosen aircraft.

What glider has killed most pilots in spins? The K21.

However the two recent accidents both involved US pilots, presumably
trained in the US. *Is the K21 so ubiquitous over there?

BTW have seen folks allowed to fly the K21 solo without spin training,
but *not* the Juniors.

--
Surfer!
Email to: ramwater at uk2 dot net

Don't think the accidents had anything to do with training and
certainly nothing to do with the K21 or whatever other ships they may
have trained in. *These were experienced competition pilots.

-T8

The following has nothing to do with the UK which seems to exist in a
parallel universe with different laws of physics - at least as Derek
describes it.

If the training isn't current, it really doesn't matter too much what
it was. Without comment on the accidents still under investigation,
many 'competition pilots' only fly at contests and haven't flown more
than 20 flights a year in decades. I think we might eliminate a few
'contest accidents' by instituting a currency requirement for
competitors.

Angle of attack indicators are far more than stall warning devices.
They provide extremely accurate and timely information about wing
performance. However, they can also be the basis of a stall warning
device.

Since most glide computers already display height above terrain data,
a stall warning could become louder and more insistent as the glider
gets near the ground and/or the landing gear is extended.