Tom Knauff's newsletter

The newsletter quoted was a response to an earlier newsletter, which
described a test first given at the Hartford, Connecticut SSA
convention probably 20+ years ago.

It was a ten-question test of things all glider pilots should know. No
trick questions. Everyone would agree all glider pilots should know
the answers. It was multiple choice.

This same test and similar tests have been given throughout the
country during conventions, CFI revalidation clinics, and seminars
with the same results.

Examples of the questions include:

During a left turn on aero tow, which side of the towplane should the
glider pilot see?

A. Left side
B. Right Side
C. Both sides equally
D. Which side does not matter as long as the glider is not too high.

During a steep, continuous left hand turn, how are the controls held?

A. Left Aileron, right rudder, back stick
B. Left aileron, left rudder, back stick
C. Right aileron, right rudder, back stick
D. Right aileron, left rudder, back stick

During an off field landing, what color farm field is generally most
desirable?

A. Light green
B. Dark green
C. Dirt color
D. Color is not important

I believe you would all agree the test includes subject matter a
glider pilot should know.

Over the years, the average score by licensed pilots has been 37%.

The glider pilot fatality rate is one of the highest of any activity.
The demonstrable lack of essential knowledge is a major factor.

If “Warren” does not like my choice of questions &/or answers, then
he should make up his own list of questions he feels are important and
present them at his club’s next meeting.

The result, will be better educated, safer pilots.

And, if you need help devising test questions, you will find lots of
examples in "Glider Basics From First Flight To Solo" and "The Bronze
Badge Book."

Yes, selling books I write, and teaching pilots to fly safely is how I
earn my living.

The first Glider PTS was written after we trained the FAA author at
Ridge Soaring Gliderport.

Tom Knauff

One of the problems with multiple choice is that it can't capture the
subtleties of the subject being examined, or at least that it requires
very careful question design.

Two of the three questions posted by Tom Knauff do not, in my view have
clearly right answers:

During a steep, continuous left hand turn, how are the controls held?

A. Left Aileron, right rudder, back stick
B. Left aileron, left rudder, back stick
C. Right aileron, right rudder, back stick
D. Right aileron, left rudder, back stick

I'm aware of a genuine debate between experienced and capable pilots
whether C or D is the right answer. From my own experience, it's
somewhat type-dependent as to whether a small amount of rudder into or
out of the turn produces the best climb rate.

During an off field landing, what color farm field is generally most
desirable?

A. Light green
B. Dark green
C. Dirt color
D. Color is not important

In the UK at least, the answer to this depends on the time of year. In a
wet April, definitely A or B, but only if you can see brown through the
green(I've been involved in retrieves where the glider parts had to be
carried to the edge of the field because the soil was so sticky that the
glider wheel jammed solid after a few yards rolling). In June, probably
C, but you won't find a C field in England in June unless some strange
kind of cultivation has been carried out, which might mean heavily
ploughed up clods of earth. A would be OK if it's short grass, but not
if it's long barley (much lighter than wheat, though yellowing now).

If my answers are reasonable, then we really don't know whether the 37%
score reflects the knowledge of the pilots tested or the differing
assumptions made when setting and answering the questions.

At 14:13 30 June 2008, Chris Reed wrote:
One of the problems with multiple choice is that it can't capture the
subtleties of the subject being examined, or at least that it requires
very careful question design.

Two of the three questions posted by Tom Knauff do not, in my view have
clearly right answers:

During a steep, continuous left hand turn, how are the controls held?

A. Left Aileron, right rudder, back stick
B. Left aileron, left rudder, back stick
C. Right aileron, right rudder, back stick
D. Right aileron, left rudder, back stick

My answer to this one is: Whatever it takes to keep the
turn smooth, continuous, and coordinated. After a while,
it shouldn't take any conscious thought - you just do what
needs to be done (Powdermilk Biscuits for breakfast
makes it possible, even for shy persons).

Jim Beckman

wrote:
The glider pilot fatality rate is one of the highest of any activity.

I've been looking for accident statistics for gliding/soaring and haven't
come across any formal studies. So the assertion above comes somthing as a
surprise and it would be greatly appreciated if you can provide the
location of any supporting data. I know of some cross-modal studies that
indicate that helicopters appear to have a higher accident rate on a per
mile and hour flown than fixed wing aircraft, and that motorcycles are more
dangerous than general aviation flying, but gliders weren't split out into
their own category in those studies.

Actually, cross-modal accident studies are, in general, hard to find so I'm
always curious to know the source of any such claims.

"Jim Logajan" wrote in message
.. .
wrote:
The glider pilot fatality rate is one of the highest of any activity.

I've been looking for accident statistics for gliding/soaring and haven't
come across any formal studies. So the assertion above comes somthing as a
surprise and it would be greatly appreciated if you can provide the
location of any supporting data. I know of some cross-modal studies that
indicate that helicopters appear to have a higher accident rate on a per
mile and hour flown than fixed wing aircraft, and that motorcycles are
more
dangerous than general aviation flying, but gliders weren't split out into
their own category in those studies.

Actually, cross-modal accident studies are, in general, hard to find so
I'm
always curious to know the source of any such claims.

It's confusing to address relative safety as it relates to the 'sport' as
opposed to the pilot. A glider, in and of itself, is neither dangerous or
safe. It's only when you put a human pilot in it and launch it into the air
that the activity can become dangerous. One statistic that comes through
loud and clear is that 99% of all glider accidents are pilot error.

So, I tend to agree with Tom Knauf. The safety issue almost entirely
involves pilot knowledge, skill and whether the pilot chooses to use them on
any particular flight. If you are to survive, you must accept that it's
only your knowledge, skills and a determination to use them on every flight
that will assure survival.

Flying is highly Darwinian. As a pilot you must know two sets of rules. One
set is, of course, flying regulations. The other set is Mother Nature's
laws - like gravity, weather and aerodynamics. Regulations are to keep you
safe. Mother Nature just wants to clean the gene pool. Cross Her and She'll
kill you without mercy.

Bill Daniels
"If you can avoid the really stupid mistakes, what's left is manageable."

At 18:38 30 June 2008, Bill Daniels wrote:

"Jim Logajan" wrote in message
. ..
wrote:
The glider pilot fatality rate is one of the highest of any activity.

I've been looking for accident statistics for gliding/soaring and
haven't
come across any formal studies. So the assertion above comes somthing
as
a
surprise and it would be greatly appreciated if you can provide the
location of any supporting data. I know of some cross-modal studies
that
indicate that helicopters appear to have a higher accident rate on a
per
mile and hour flown than fixed wing aircraft, and that motorcycles are
more
dangerous than general aviation flying, but gliders weren't split out
into
their own category in those studies.

Actually, cross-modal accident studies are, in general, hard to find
so
I'm
always curious to know the source of any such claims.

It's confusing to address relative safety as it relates to the 'sport'
as
opposed to the pilot. A glider, in and of itself, is neither dangerous
or
safe. It's only when you put a human pilot in it and launch it into
the
air
that the activity can become dangerous. One statistic that comes
through
loud and clear is that 99% of all glider accidents are pilot error.

So, I tend to agree with Tom Knauf. The safety issue almost entirely
involves pilot knowledge, skill and whether the pilot chooses to use
them
on
any particular flight. If you are to survive, you must accept that
it's
only your knowledge, skills and a determination to use them on every
flight
that will assure survival.

Flying is highly Darwinian. As a pilot you must know two sets of rules.
One
set is, of course, flying regulations. The other set is Mother
Nature's
laws - like gravity, weather and aerodynamics. Regulations are to keep
you
safe. Mother Nature just wants to clean the gene pool. Cross Her and
She'll
kill you without mercy.

Bill Daniels
"If you can avoid the really stupid mistakes, what's left is
manageable."

On reflection, I believe we would all want pilot error to account for 100%
of the accidents. This would remove those accidents attributable to
equipment flaws and would make flying that much safer.

Nyal Williams wrote:
At 18:38 30 June 2008, Bill Daniels wrote:
Major snip
Flying is highly Darwinian. As a pilot you must know two sets of rules.
One
set is, of course, flying regulations. The other set is Mother
Nature's
laws - like gravity, weather and aerodynamics. Regulations are to keep
you
safe. Mother Nature just wants to clean the gene pool. Cross Her and
She'll
kill you without mercy.

Bill Daniels
"If you can avoid the really stupid mistakes, what's left is
manageable."

On reflection, I believe we would all want pilot error to account for 100%
of the accidents. This would remove those accidents attributable to
equipment flaws and would make flying that much safer.

Hmmm...

I suspect many more pilots would (still be a)live in the 100% absence of
pilot-error-induced fatalities than the 100% absence of
equipment-induced fatalities.

Meanwhile, I'm trying to prevent both in my flying!

Regards,
Bob - perfection is not an option - W.

At 22:31 30 June 2008, Bob Whelan wrote:
Nyal Williams wrote:
At 18:38 30 June 2008, Bill Daniels wrote:

Flying is highly Darwinian. As a pilot you must know two sets of
rules.

One
set is, of course, flying regulations. The other set is Mother
Nature's
laws - like gravity, weather and aerodynamics. Regulations are to
keep
you
safe. Mother Nature just wants to clean the gene pool. Cross Her and
She'll
kill you without mercy.

Bill Daniels
"If you can avoid the really stupid mistakes, what's left is
manageable."

On reflection, I believe we would all want pilot error to account for
100%
of the accidents. This would remove those accidents attributable to
equipment flaws and would make flying that much safer.

Hmmm...

I suspect many more pilots would (still be a)live in the 100% absence of

pilot-error-induced fatalities than the 100% absence of
equipment-induced fatalities.

Meanwhile, I'm trying to prevent both in my flying!

Regards,
Bob - perfection is not an option - W.

Absolutely! But there are those who think that an excuse exists if it can
be blamed on equipment. While I'm blundering about I don't want my
equipment to fail me.

be blamed on equipment. *While I'm blundering about I don't want my
equipment to fail me.

This is exactly what "scares" me the most. Imagine aggresively
thermalling in front of a rock face, only to find out your elevator
circuit fails just as you start your turn away from the granite.
Wonder what the nattering nabobs of negativity in our club would say
about that one?

Brad

In article Nyal Williams writes:

On reflection, I believe we would all want pilot error to account for 100%
of the accidents. This would remove those accidents attributable to
equipment flaws and would make flying that much safer.

And we blame pilot error when a preflight misses a part about to come
apart.

We blame lots of things on pilot error. The FAA seems to like to do
that, and we go along with it because it allows us to remind ourselves
that we are better, and we would not make those mistakes.

The folks who have had "pilot error" accidents almost certainly were
certain of the same thing.

I apologize (slightly) for putting this in .soaring, because it also
applies to powered flight. It also applies to driving. We think that
we are not going to make the same mistake. We become comfortable with
our new safety and that comfort leads to carelessness.


At 18:38 30 June 2008, Bill Daniels wrote:

"If you can avoid the really stupid mistakes, what's left is
manageable."

In many things this is probably true. In the air, there are too
many exceptions.

Alan