Too many accidents

On Thursday, September 6, 2018 at 10:51:38 AM UTC-7, wrote:
Hi Everyone,

This is my first time posting here. I'm a student up at Williams who has recently started to solo. I have a total of 12 hours in gliders (2hr solo). So, needless to say, I'm rather inexperienced.

I had the privilege of meeting one of the pilots of XC this summer up in Truckee. His passion for soaring and his willingness to answer even my most basic questions was a kind welcome to the community. My sincere condolences to the soaring community, friends, and family.

This is the first time I've personally known a pilot we have tragically lost in a flight-related accident. I once was a serious cyclist, and tragic events have hit close to home, but it doesn't help any.

As a student, I don't know what the learning is here. I may be getting too analytical too soon, but I feel that the best thing we can do to remember lost pilots is to learn from these tragic events as much as possible.

Before I started my training, I read through every NTSB report related to fatal glider accidents from 1996 to 2016. Please take my analysis with a big grain of salt. I'm not an NTSB examiner, an experienced pilot, and categorizing accidents is difficult.

https://addisonhuddy.com/post/flying/handling-risk/

My biggest takeaways are nothing new: have personal limits, don't show off, use checklists, consistent emergency scenario training, know and maintain the glider, no low saves, and always be learning.

The accidents that shake me the most are the ones that we know little about, which is the majority. Take XC, for example, experienced pilots in a modern glider, at 14k waiting to begin a task, and then all of a sudden descend 5000ft and overstress the plane. The NTSB will do the best they can, but as a student who is trying to learn, what am I to take away from this?

Addison, I am impressed with your analytical skills and motivation for knowledge. Thank you for your work. You might want to speak with your CFIG about limiting banks to 30 degrees in pattern for gliders, and conduct some more training and reading (Tom Knauff's books are great). The 30 degrees applies to powered aircraft, not gliders. Also, while you cite Bruno's video as an example of not stretching glide, after the ridge turn away, his flight is NOT, I repeat NOT, an example of good decision making in not stretching a glide. Bruno is a highly experienced pilot and the scrapping he can get away with verses what someone else could is the matter of life and death or damage. No disrespect meant to Bruno, this post is for the less experienced.

The 30 degrees applies to powered aircraft, not gliders.

Oh, give me a break!! The 30 degree bank applies to NOTHING!

As a DPE I see too many pilots who fly by rules like that. I've failed a few of them for lack of good judgement and misuse of the rudder. They keep the bank under thirty and try to increase the rate of turn with rudder! Classic cross-control turn to final, pull back on the elevator because the nose is dropping and we spin. Whee!!

1. The aircraft doesn't fly any differently in a 30 degree bank in the pattern or 1000 feet higher. Basically the same can be said of any other bank angle you choose without going beyond the extremes (45-60 degrees).

2. If you're flying faster it takes more bank to make the same rate of turn..

3. Clearance between the wing tip and the ground is the only thing that limits the bank in the pattern and "most" of the time we're on final with the wings mostly level close to the ground.

Putting it all together: Use the bank angle that allows you to make the heading change you need. If you chose to fly a close-in pattern you'll need a steeper bank angle to make the corners without overshooting the final.

We seem to have no problem doing 45 degree banks during rope-break practice, but tell the student they shouldn't do that if the need arises at altitudes above that? Baloney!

Stepping down from the soapbox,

Mike

I would have thought the ASH 31Mi would have a gear warning.
R

On Saturday, September 8, 2018 at 3:18:32 AM UTC-4, Retting wrote:
I would have thought the ASH 31Mi would have a gear warning.
R

Yep, it does if you don't get cheap . I have two of them, one on LX9000 and one independent buzzer.