Two weeks ago, Dave Z. soloed Frank Dimeo. Great work Frank. Give us your shirt. The last couple of weekends we were giving lots of rides, Pat tows, rope breaks, and check rides in the new Blanik. We all had lots of fun.
Tom M
All I got in was an early morning power flight to Portland harbor to view the tall ships. ATC only allowed me a few 360's for the scenic flight due to the fact that final to the active runway in Portland happened to be in the same area where I wanted to be! Ceilings were 1800 feet in this part of the country and then the storms rolled in about noon and lasted all day. I heard the weather was better west of here. (Eastern N.H) Thank goodness for iron thermals!
Dick Ruel
Since my glider flying this weekend consisted of a rather unremarkable sled ride, it was a pleasure to read the July newsletter thanks to Dave and the other contributors. As usual, it starts one thinking.
In the section addressing the much misunderstood rudder wag signal (which deserves its own article) confusion may be perpetuated by also discussing the much different wave off signal in the same paragraph. But more importantly, the suggestion is made that glider pilots should "anticipate" tow plane problems and that "during a tow emergency, the tow pilot may be too busy or too pre-occupied to signal a wave off". The article continues, "If the tow plane suffers a noticeable emergency the pilot should get off the tow without getting a wing rock".
I suggest that this is bad practice and can result in dangerous glider releases, similar to the well documented accidents due to improper interpretation of the rudder wag signal. There are many reasons for tow performance to be less than typical, including sink, tow pilot inattention, density altitude and rotor. While it is of course appropriate for the glider pilot to "pay attention to all that's happening around you", the glider pilot should not release because he thinks the tow plane has a problem. Let the tow pilot fly his plane and the glider pilot fly his. The tow pilot will rock the wings or just release the glider if necessary. The glider pilot should only release when he thinks it is in his best interest, not because he thinks the tow pilot wants or needs him to.
This past Saturday Tom Mathews gave "rope break" training to a student by arranging to have the tow pilot issue the wave off signal at around 400 feet. Many pilots never see a wave off signal (our ex-Salem members excluded) and actual experience in this and the rudder wag is good instruction.
I also read with interest the report in which a landing glider collided with a glider on the grid a few weeks ago. Obviously, club destroying damage and/or tragic injuries were avoided only by chance. It was suggested that having the other wing down on the staged glider and/or having one's hand always on the spoiler handle would avoid this dangerous event in the future.
We are missing the forest for the trees here. Discussing these two procedural nits in this context prevents us from addressing the real problem - low approaches over the grid. Gliders continue to land too low over the grid! Students, instructors, and the great white fleet! The effect of the "classic L-13 mishap" is equal to nothing more than a little bit of unexpected sink. This accident was due to a low approach, not mixed up controls. Not long ago I had to stop the tow plane and ask the FO to remind each pilot taking off to remain high over the grid as I was almost hit by a landing glider while sitting perpendicular to the runway, 40 feet in front of the grid as the rope was being connected. Everyone has their own little story like this.
As some of you know, this is a pet peeve of mine. I have also been told repeatedly that it is not a problem. After this collision I was sure there would be serious discussion. I really don't get it. I will go so far as to suggest that the two clubs are just showing poor flying skills. We should teach and require a standard obstacle clearance approach - high approach, speed under control, and a high descent rate. This would display a higher skill level and is excellent training for landing off airport.
--gerry