TEN STEPSTO SAFER SOARING

Phase of FlightIn-flight10%

Takeoff20%

Landing70%

In-flight

Mid-air Collision

Mechanical (Structural)

TakeoffImproper ConfigurationSpoilersCanopyMechanical (Assembly)Low Altitude Emergency (PT3)Hit ObstructionLoss of Control

LandingLand Short

Hit Obstruction

Loss of Control (Stall / Spin)

Mid-air Collision

1. Maintain Personal Proficiency

Current Being up to date or occurring within a recent period of time.

ProficientThe ability to perform a skill with expert correctness.

Personal Proficiency

Legal vs. Safe

Being legally current to act as Pilot in Command does not necessarily imply the level or proficiency needed to do so.

2. Use Checklists Effectively

AssemblyFlight Control Operational CheckWing Pin(s)Flight Control Hook-upsHorizontal Stabilizer

Checklist Usage

Pre-takeoffCanopySpoilersFlight Control Continuity and Operation

Landing

3. Properly Prepare for Each Flight

FAR 91.103 Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight.

Pre-flight Preparation

Inadequate Pre-flight Preparation

The most common Frequent Cause Factor of General Aviation Accidents Involve the Pilot in Command

Pre-flight Preparation

WeatherWeight & BalanceFlight PlanningPre-flight InspectionPilot

4. Conduct Positive Control Checks Frequently

The Positive Control Check is not just for post-assembly anymore!

Critical Assembly Check

Wing Spar PinsHorizontal StabilizerFlight Control Hook-upsFlight Control Operational Check

5.Know the Standard American Soaring Signals

BriefingsTow PilotGround CrewmembersEmergency PlanPre-takeoff Review

6. Always Plan for Emergencies

Add E for Emergency Plan to every Before Takeoff Checklist

Fly the Glider !

7. Maintain Situational Awareness

Unanticipated SinkIncreased Wind VelocitiesMisjudgments of AltitudeTraffic

Situational Awareness

Pilots must develop and maintain an awareness of meteorological conditions or other circumstances that may affect the altitude required to safety complete the landing approach.

8. Use Effective Collision Avoidance Techniques

VFR WeatherBelow 3,000 AGLWithin 10 Miles of a Non-tower Airport

Mid-air Collisions

A pilots greatest exposure to a mid-air collision is on the final approach to a non-tower airport.

9. Eliminate Obstructions in Close Proximity to the Runway

GlidersGround Tow VehiclesAutomobilesTow PlanesSpectators

10. Make Safety the Primary Goal in all Decision-making

A superior pilot uses superior judgment to avoid stressful situations which might call for the use of superior skills.

SOARING SAFETY FOUNDATIONhttp://www.ssa.orgSafety

Billy Singleton

74717,237 @Compuserve.com

A review of National Transportation Safety Board Accident Data indicates that a majority of glider accidents are the result of similar, recurring causal factors.Each year, the percentage of soaring accidents occurring during the Takeoff, In-flight, and Landing phases of flight are Takeoff - 20% - In-flight - 10% - and Landing-70%. These percentages have remained relatively unchanged since the Soaring Safety Foundation began compiling accident data in 1983.In view of this trend in soaring accidents, it is important to integrate specific safety strategies to prevent these recurring types of soaring accidents. The following presentation, Ten Steps to Safer Soaring, focuses on ten basic strategies to prevent the most common types of soaring accidents.An exercise that is helpful in illustrating this trend in accidents is to ask for ten volunteers to assist in demonstrating this point. With the ten individuals standing at the front of the room, ask two of the volunteers to step forward. These represent the pilots who will be involved in takeoff accidents the next year. Repeat for each phase of flight. Make the point that we usually look at accidents in terms of statistics and not in human terms. However, accidents involve real people who are injured and killed. This exercise will help the audience related the accident data trends into human terms. This slide should be used to reinforce the concept of the percentage of accidents that occur during the various phases of flight.

Special emphasis should be given to the fact that landing accidents typically account for over 70% of all glider accidents. This applies to all aircraft operations and not just the sport of soaring.

Make the point that aviation safety studies have shown that approximately 90% of all aviation accidents occur during the first two minutes or the last four minutes of flight. This is certainly true of soaring operations.

While the number of accidents that occur during the takeoff and landing phase of flight remains a huge safety challenge for the soaring community, it also provides us with a tremendous opportunity to improve the safety of our sport.

We know what the problems are, the challenge is now to increase pilot awareness of these problems and to develop accident prevention strategies to prevent the most common types of soaring accidents.The following slides illustrate the most common types of accidents by phase of flight.The Mechanical failures generally involve exceeding the design limits of the aircraft. Respecting Never Exceed Speed (Vne), Design Maneuvering Speed (Va) and ensuring that the glider is operated within the weight and balance limitations established by the manufacturer will prevent the majority of these types of accidents.It is important to stress that a majority of mid-air collisions occur below 3,000 feet above ground level, during good weather, on weekends, and within 10 miles of a non-tower airport. In recent years, the number of near mid-air collisions involving gliders and large turbo-jet transport aircraft have also increased. These types of events typically occur in proximity to Class B airspace near large metropolitan airports. Of course, glider pilots must also be cognizant of the potential for a mid-air collision with other gliders and/or towing aircraft when operating in close proximity to the departure airport. The 1999 accident near Philadelphia involving a mid-air collision between a glider returning for landing and a tow aircraft involved in towing operations can be used as an example. (A summary of this accident can be obtained by accessing the NTSB Web Page @ www.ntsb.gov The accident occurred on May 1, 1999 and is identified as NTSB IAD99FA041A. The vast majority of takeoff accidents occur as a result of the glider being improperly configured for takeoff. Improper configuration includes the spoilers being inadvertently extended and the takeoff being initiated with the canopy unlatched. Primarily, these accidents are triggered when the pilot fails to properly complete the Before Takeoff checklist.These two factors cause more Low Altitude Emergencies than any other type of event. In most flight training activities, low altitude emergency training is related to broken towlines. However, the reality is that broken towlines represent only a small portion of the Premature Termination of the Tow types of accidents.Recently, improperly assembled gliders have resulted in an increase in takeoff accidents. In addition to the necessity of a positive control check, pilots should be reminded of the importance to confirm that all spar pins and control hook-ups are installed and functioning properly.Takeoff accidents that occur as a result of loss of aircraft control typically involve a takeoff attempted in moderate to strong crosswinds. Also contributing to this type of accident is the pilots lack of basic proficiency. In a number of cases, loss of control accidents ultimately result in the aircraft colliding with an obstruction in close proximity to the runway. Land Short accidents result in more damaged and destroyed gliders than any other type of accident. Fortunately, this type of accident does not typically result in serious injury to the pilot and/or passenger of the glider.Surprisingly, this type of accident most commonly occurs on local flights as the pilot of the glider is returning to the departure airport. Even more surprising is that a majority of these accidents occur after the pilot has flown a normal traffic pattern until impact short of the runway on a straight-in or abbreviated final approach segment.The second most common type of landing accident occurs as the glider collides with obstructions on the final approach segment or after landing. In a number of accidents, the obstruction is an automobile or glider that has been parked in close proximity to the landing runway, making this one of the most preventable types of accidents.An increasing threat to soaring safety is the potential for mid-air collisions between gliders and powered aircraft on the final approach segment of non-tower airports. It is important to stress that a pilots exposure to a mid-air collision increases dramatically while on the final approach segment of the traffic pattern. In fact, 80% of all mid-air collisions in the traffic pattern occur on the final approach. This compares to the 10% that occur on the downwind segment. Slide illustrates the difference between being legally current as defined by the Federal Aviation Regulations (specifically 61.56) and being proficient. Make the point that the definitions are vastly different. All pilots should strive for proficiency.Audience participation during this discussion is encouraged. Attempt to get the audience to define the difference between being current and being proficient. Allow time for a few war stories.Make the point that a pilot can legally obtain a pilots certificate by practical test, not fly for just short of twenty-four months - make three takeoffs and landings and be legal to carry passengers. The pilot is legal within the guidelines of the Federal Regulations, but is that pilot safe? Make the point that being legal and being safe are not necessarily the same in all cases.This slide reinforces the concepts discussed in the previous slide. There are other examples. Audience participation is encouraged for a brief discussion.Other examples include the legality of thermalling 500 feet below the cloud bases - is this legal? Is it always safe?Pilots are legal to fly a glider in Class G airspace with one mile visibility and clear of clouds. Legal vs. Safe.There are certainly other examples. Encourage discussion of these areas.The point should also be made that what works for one pilot will not necessarily be adequate for all pilots. Pilots have different skill retention levels and each pilot should develop a personal proficiency program.There is no restriction on the maximum amount of recurrent training that a pilot can receive - only the minimum. The number of accidents in which loss of aircraft control is a factor demonstrates the need for an increased amount of proficiency training.For pilots rated in more than one category of aircraft, consider personal recurrent training in all types of aircraft for which a category rating is held.A checklist is a systematic review of selected safety of flight items that must be accomplished prior to a specific phase of flight.Checklists are appropriate for all flight operations and phases of flight.The Federal Aviation Administration deems checklists usage so important that is has been designated a special emphasis area on all practical tests for pilot certificates and ratings.However, the value of the checklist is directional proportional to the effort put forth in using it.Recent accidents in which pilots have attempted takeoffs in gliders that had not been properly assembled illustrates the nature of our problems with using checklists properly.Canopies opening on takeoff, takeoffs attempted with the spoilers or divebrakes inadvertently extended, and takeoffs attempted with the glider improperly assembled are the leading causal factors of low altitude emergencies. Each of the accidents is easily preventable with proper checklist usage.We can eliminate these types of accidents.Relate these same points to the landing phase of flight (landing gear, spoiler operation, etc.).This is the mandate of the federal regulations.This is the reality.Weather - Soaring pilots are probably the most weather conscious pilots in the aviation industry yet we continue to have weather related accidents. Flight in close proximity to thunderstorms and rain-showers are the most common culprits.Weight and Balance - Required before every flight. Flight Planning- Airspace issues and other factors that affect cross-country flying.Pre-flight Inspection- Critical Assembly Check and Positive Control CheckPilot - IM SAFEIIllness?MMedication?SStress?AAlcohol?FFatigue?EEating?Pilots understand the necessity of conducting positive control checks following assembly of the glider. However, the integrity of the flight control system can be disrupted in way other than the assembly process.A positive control check is always appropriate during the pre-flight inspection of the glider, especially if the pilot has any reason to question the integrity of the flight control system.

The Critical Assembly Check goes beyond the positive control check. The purpose of the critical assembly check is to ensure that all critical assembly operations have been completed. The slide illustrates some examples.Accident data indicates that the positive control check may not be sufficient to identify critical assembly actions that have not been completed.The positive control check is an integral part of the critical assembly check.In 1993, the Soaring Safety Foundation adopted a new signal designed to warn pilots of the gliders spoilers / divebrakes being inadvertently extended in flight. In spite of the existence of this signal, accidents occurring as a result of this causal factor continue to occur. In many cases, either the tow pilot or the pilot of the glider is not aware of the existence of the signal or its meaning.

Operational briefings prior to each soaring day and regular club / operational safety meetings are good times for tow pilots, members of the ground crew and glider pilots to review the signals and their meanings.

Always, always, always have and emergency plan in mind prior to each takeoff. The Soaring Safety Foundation strongly recommends adding an E for emergency plan, to every before takeoff checklist.

Having an emergency plan in mind will allow the pilot to concentrate on the most important of all tasks - maintaining control of the aircraft.This slide should be used to support the previous points.

Above all else, however, the pilot should fly the glider. Should the pilot become distracted from the primary task of maintaining control of the aircraft, nothing else that may be done will matter.In recent years, the frequency of accidents resulting from gliders being landed short of the intended landing area has continued to increase. In fact, land short accidents have become the most common type of soaring accident recorded.Frequently, these accidents occur during the landing approach at the conclusion of a local flight. Common contributing factors cited in these accidents include unanticipated sink, stronger than expected winds, and misjudgments of altitude on the final approach segment.Pilots must develop and maintain an awareness of meteorological conditions or other circumstances that may affect the altitude required to safety complete the landing approach. This awareness will help pilots to recognize and compensate for the effects of abnormal conditions that may be encountered in the landing pattern.This slide should be used to reinforce the point of the previous slide.This slide list the most common conditions in which mid-air collisions occur.Notice any similarities? Get the audience to describe the average soaring flight and relate this to the above conditions.With the increasing complexity of the national airspace system and the multitude of types of aircraft competing for the limited amount of airspace available, effective collision avoidance techniques have become an absolute necessity of every soaring flight.Collision avoidance is an ongoing process that begins before the glider ever leaves the ground.Pilots should be familiar with proper traffic pattern procedures at non-tower airports, the use of common traffic advisory frequencies, and proper in-flight scanning procedures.Additionally, pilots should be knowledgeable of special requirements for the airspace through which a flight is planned.Use this slide to support the points made in the previous slide.Obstructions in close proximity to the runway have become a factor in a significant number of accidents, second only to gliders being landed short of the intended landing area.The most common culprits in this type of accident are automobiles and other aircraft (glider and towplanes) parked near the takeoff and landing area. In recent years, gliders being damaged by obstructions located on airports outnumber those damaged by obstructions during out-landings.The most frustrating aspect of this type of accident is that most obstruction related accidents are easily preventable.Prevention of these types of accidents can be accomplished by designating a staging area for gliders being readied for flight and for aircraft not is use. Other surface vehicles should be parked in an area separate from all aircraft.Preventing the most common types of soaring accidents represents a serious challenge to the soaring community.The good new is that challenge creates opportunity. Preventing the most common types of soaring accidents provides us with the unique opportunity to significantly reduce the number of soaring accidents and in doing so make soaring safer for all participants.The benefits of opportunity, however, demand responsibility. Pilots must accept the responsibility to conduct all flight operations with safety as the primary objective.Every decision of every flight should first be considered in terms of how it will influence the safe operation of the flight.Only by making safety the primary goal in all decision making will we hope to eliminate the most common causes of glider accidents.