Tom Knauff's newsletter

"Soarin Again" wrote in message
...
At 11:43 01 July 2008, Gary Emerson wrote:
snips
Now, back to the original point. There ARE some number of people who
have mis-understood the rudder wag signal. Tom's solution is to blame
those people and he's mostly right. I'm not saying that there aren't

plenty of people flying today who couldn't pass the FAA written right
now, but IF (big IF) a different signal could be developed that was LESS

prone to confusion with the rock off signal we might keep a couple of
people from at least crashing, if not dying. IF the towpilot is giving
the rudder wag signal to someone, that gliderpilot is probably already
in a stressful situation because the tow isn't going well. True, they
should be more prepared, but if a different signal could be developed
that helped, wouldn't we all be better off?

Changing the signal, mandating radios, prohibiting tow pilots
from giving the appropriate signal until pattern altitude?
We only have 3 signals that the tow plane can give the glider
while on tow and each signal is easily distinguished from the
other. Let's quit making excuses for pilots who simply don't
consider it important enough to bother to know the tow signals.
Yes in many cases poor initial instruction and deficient flight
reviews contributes to their poor attitude regarding the signals.
But just ask anyone who routinely does field checks or flight
reviews particularly for transient pilots and they can tell you
how unimportant many glider pilots consider the tow signals.

If we want to reduce the accidents resulting from pilots not
knowing (not misinterpreting) the rudder wag. Examiners
need to routinely include all of the signals on flight tests,
instructors must always include all of the signals on tow
during training and flight reviews, and finally glider pilots
need to accept that they have a responsibility to know and
practice the signals. Otherwise are destined to continue seeing
pilots release from tow rather than simply closing their spoilers.

Does it seem strange to anyone else that apparently tow pilots
don't seem to have the same confusion about what signal to give
a spoiler open glider?

This is a golden opportunity for the Soaring Safety Foundation
to actually impact the accident rate. They should lobby to get
all signals on tow incorporrated into a specific task in all of the
Practical Test Standards for gliders.



It's already in the FAR's. To pass a Biannual Flight Review, (BFR) you have
to meet the skill and knowledge requirements of the rating you hold. Flight
instructors giving BFR's are now required to test BFR candidates to that
level.

The rudder wag signals are part of that test.

So, if you can't pass the written test, don't expect an instructor to sign
off your next BFR.

Bill D

"Bill Daniels" bildan@comcast-dot-net wrote in message

I'd bet that at least 99% of those who actually hit a cliff had perfectly
airworthy gliders one nanosecond before impact. It happens often enough
there's a name for it - CFIT. (Controlled Flight Into Terrain)

Bill Daniels
"Your most effective safety gear is located between your ears."


Some, maybe most of the CFIT glider accidents are due to the pilot's
underestimation of what Mother Nature can dish out. Turbulence so strong,
abrupt, and unanticipated, that the glider's aerodynamic controls are
completely overwhelmed. If this happens while polishing rocks and you don't
have enough airspeed, altitude, or a plan "B" that will trump Mother
Nature's plan "A" . . .

bumper
Minden, NV
zz

On Jun 30, 6:34*am, wrote:
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

OK, what are the correct answers, those are questions I have seen
before and they lead to a good discussion, but I would like to read
your opinion, always good.

If you really want to help educate the pilots that need it, why not include
what the signals are in your post!

Mike Schumann

"Soarin Again" wrote in message
...
At 11:43 01 July 2008, Gary Emerson wrote:
snips
Now, back to the original point. There ARE some number of people who
have mis-understood the rudder wag signal. Tom's solution is to blame
those people and he's mostly right. I'm not saying that there aren't

plenty of people flying today who couldn't pass the FAA written right
now, but IF (big IF) a different signal could be developed that was LESS

prone to confusion with the rock off signal we might keep a couple of
people from at least crashing, if not dying. IF the towpilot is giving
the rudder wag signal to someone, that gliderpilot is probably already
in a stressful situation because the tow isn't going well. True, they
should be more prepared, but if a different signal could be developed
that helped, wouldn't we all be better off?

Changing the signal, mandating radios, prohibiting tow pilots
from giving the appropriate signal until pattern altitude?
We only have 3 signals that the tow plane can give the glider
while on tow and each signal is easily distinguished from the
other. Let's quit making excuses for pilots who simply don't
consider it important enough to bother to know the tow signals.
Yes in many cases poor initial instruction and deficient flight
reviews contributes to their poor attitude regarding the signals.
But just ask anyone who routinely does field checks or flight
reviews particularly for transient pilots and they can tell you
how unimportant many glider pilots consider the tow signals.

If we want to reduce the accidents resulting from pilots not
knowing (not misinterpreting) the rudder wag. Examiners
need to routinely include all of the signals on flight tests,
instructors must always include all of the signals on tow
during training and flight reviews, and finally glider pilots
need to accept that they have a responsibility to know and
practice the signals. Otherwise are destined to continue seeing
pilots release from tow rather than simply closing their spoilers.

Does it seem strange to anyone else that apparently tow pilots
don't seem to have the same confusion about what signal to give
a spoiler open glider?

This is a golden opportunity for the Soaring Safety Foundation
to actually impact the accident rate. They should lobby to get
all signals on tow incorporrated into a specific task in all of the
Practical Test Standards for gliders.




** Posted from http://www.teranews.com **

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


OK, what are the correct answers, those are questions I have seen
before and they lead to a good discussion, but I would like to read
your opinion, always good.

Q#1: If you were on a passenger train rounding a left bend in the tracks
and looked out a window at the locomotive, the only side you could see is
the left side. Like a passenger car on a train, a glider should follow the
same path in the sky as the tow plane (locomotive) so you see the left side.
(Answer: A)

Q#2: This one needs a some qualification since it depends on the glider.
Obviously, into-the-turn aileron (left in a left turn) would never be used
in a continuous turn so the choice is between C and D.

I find many gliders, once stabilized in a turn, will track nicely with the
string centered with my feet off the pedals indicating no rudder is needed
at all. Only opposite aileron (right in this case) is used to hold off the
overbanking tendency - this right aileron provides all the left yaw (adverse
yaw) needed to center the string. Gliders with less adverse yaw will need
some into-the-turn rudder (Answer: D). Gliders with a lot of adverse yaw
may need a little out-of-the-turn rudder (right) (Answer: C).

One must add that the Dick Johnson technique of using a slight slip also
works nicely and adds a little to the performance. Dick holds
out-of-the-turn rudder to oppose overbanking and keeps the stick centered.
In my experience, this works best on gliders with generous dihedral and
without winglets or polyhedral.

Q#3: Any uniform green color indicates a growing crop. This could be
alfalfa, corn or something else. You can land in freshly cut alfalfa or hay
but not much else. Green usually means some form of irrigation which adds
additional hazards like sprinkler pipes. Landing in a crop is likely to
cause some irritation among the farm folk. Dirt, if it's reasonably smooth,
level and large enough, is always landable. (Answer: C)

Bill Daniels

Yes, I'd like to know what the third one is!

At 02:33 02 July 2008, Mike Schumann wrote:
If you really want to help educate the pilots that need it, why not
include what the signals are in your post!

Mike Schumann

Yes, I'd like to know what the third one is!

At 02:33 02 July 2008, Mike Schumann wrote:
If you really want to help educate the pilots that need it, why not
include what the signals are in your post!

Mike Schumann

Yes, I'd like to know what the third one is!

At 02:33 02 July 2008, Mike Schumann wrote:
If you really want to help educate the pilots that need it, why not
include what the signals are in your post!

Mike Schumann

On Jul 2, 10:12*am, George Knight wrote:
Yes, *I'd like to know what the third one is!

At 02:33 02 July 2008, Mike Schumann wrote:If you really want to help educate the pilots that need it, why not

include what the signals are in your post!





Mike Schumann- Hide quoted text -

- Show quoted text -

1. Tow plane Wing rock - release immediately
2. Tow plane yawing back and forth - towplane unable to release rope
3. Tow plane rudder waggle (too quickly to significantly yaw the
airplane) - check glider for extended spoilers.

On Jul 2, 11:35*am, Uncle Fuzzy wrote:
On Jul 2, 10:12*am, George Knight wrote:

Yes, *I'd like to know what the third one is!

At 02:33 02 July 2008, Mike Schumann wrote:If you really want to help educate the pilots that need it, why not

include what the signals are in your post!

Mike Schumann- Hide quoted text -

- Show quoted text -

1. Tow plane Wing rock - release immediately
2. Tow plane yawing back and forth - towplane unable to release rope
3. Tow plane rudder waggle (too quickly to significantly yaw the
airplane) - check glider for extended spoilers.

Here's an online ref:
http://www.soaringsafety.org/school/towpilot/tpc9.htm