NATIONALS SAFETY BRIEFING Safety And Operations Procedures Final

NATIONALS SAFETY BRIEFING Safety And Operations Procedures Final Glides Situational Awareness

WELCOME TO THE 2012 MULTICLASS NATIONAL GLIDING CHAMPIONSHIPS In order to enjoy this event of high performance cross country soaring to crown our National Champions, we must abide by the rules and conduct our flying in a safe manner with consideration to our fellow competitors. The following brief will cover a number of safety aspects regarding this event. Airspeed, Altitude, Brains – You always need at least two. USE COMMON SENSE

Safety and Operations � � � Pickets to be carried Use of Parachute, revise exit strategy Hydration and Nutrition “Ops Normal” every Hour with leg no Tow emergencies, Take-off and release All Thermalling to left within 10 k’s of field Competition finish height min 100’ Cloud flying allowed in R 298 A & R 299 to 7000’ Give way rules & Thermalling Etiquette Carry warm clothing and ELT/Epirb in Glider The Contest Director is CFI for all operations

Aerotow Retrieves Aero Tow retrieves will be permitted � � � � Available subject to qualified Tow Pilots being available Must be approved by the Contest Director We need to know: Field length, walk 1 metre strides and check surface Land owners permission if not an airstrip Obstacles in Take-off path Wind Direction If tow pilot deems it unsafe for a retrieve, you still pay!! Weigh up carefully, a number of gliders have been damaged during Aero Tow retrieves

Grid at Lasham 2009

Radio Procedures � � Address station called first then your call sign eg “Matamata Radio, GXT” reply should be “GXT, Matamata radio” Inside Ma MBZ call “Matamata Traffic” every 15 minutes with position and altitude eg “Matamata Traffic GPC overhead Waharoa 2, 500 ft Thermalling” Note- MBZ is 3 nm radius centered on Matamata Aerodrome and the upper limit for the duration of the contest is 1500 ft amsl (NZMA is 182’ amsl) When approaching the airport for landing radio position, height and joining intentions at 10 nm and 5 nm Call on leg joining ie Final, Base leg or Downwind.

Combined Operations � � � Combined Glider and Power Operations (MOAP P 61) When there are powered aircraft operating at an aerodrome, gliders must conform with or avoid the power traffic pattern. Any S-turn or orbits prior to final approach must be carried out in an area that is clear of the traffic pattern. Gliders should land into wind on the left side of the landing area so as to leave a clear space for other aircraft. Movements of vehicles necessary for operations must not conflict with aircraft operations. Operating requirements for individual aerodromes may be found in the NZAIP VFG and in Part 93.

Pawnee mid air with ASW 27 on opposing base legs

Final Glides � � � Think hard about being 10 kilometres out on a Mac. Cready 0 glide, or even a bit below. At 3 kilometres out, 40: 1 is 300 feet, and 400 feet is enough to blast home at 90 knots. Everything happens below 300 feet… Landing late on final glide, field selection, checking for wires, slope, ditches, fences and alternates, will, inevitably, all happen from a 35: 1 or lower angle, straight in, while intensely watching the airport and glide computer. The final decisions will be made in seconds, from 300 feet or less. There is just no way to do a good off field landing in this situation. When you’re at Mac. Cready 0 and 5 miles out, an alarm bell should go off –this is how people get hurt!!

Final Glides � � � Within 5 kilometres and below 600 ft, there is very little chance to find usable lift. Once committed to the final glide there are no more options. If it doesn’t work, you will most likely break something. The critical point on a final glide is about 8 km from home around 1000’ AGL.

Minimum Height Rules � � � CAA Rule 104. 59 Minimum height allows gliders to operate, “below a height of 500 ft above the surface for ridge soaring, if flight does not create a hazard to a person or property on the ground; or if a gliding instructor is conducting launch failure training” This clearly shows the stories of bravado getting away from 300’ should receive the response they deserve. Not only is it illegal and dangerous, it kills our friends and could well increase our cost of flying through increased insurance premiums. Decision making is the key here At a safe height above the minimum height, say out loud “Soaring is finished, I am now landing. ” This is a great trigger and reinforces positive decision making.

Competition Finishes � � Competition finishes conducted below a height of 500 feet AGL may be conducted only at an aviation event authorised by the Director in accordance with CAR Part 91. 703 A competition finish is a circuit manoeuvre performed in a glider or powered glider on completion of the final glide phase of a competition task during an aviation event. The glider orients the final glide to facilitate the crossing of the competition finish line and from there positions for a modified / non-standard circuit to the intended place of landing. Minimum height for this contest is 100’ AGL

What is Safety � � Safety in the air depends almost entirely on the individual pilot whose attitude, self-discipline, skill-set and knowledge determine the level of safety for that pilot. Statements to the effect that "soaring is dangerous" serves a useful purpose only to the extent that it encourages individual pilots to acquire those traits and practice safe behaviour. Soaring is certainly unforgiving of any neglect or carelessness - Individually, we need to learn how to manage those risks. It might be correct to say "soaring is extremely dangerous for careless, neglectful pilots" but is relatively safe for "careful, disciplined pilots".

What was happening 5 minutes ago?

Why do experienced pilots fly perfectly good Gliders into the ground resulting in Damage, Injury and Death? � � � � Poor Judgement Distraction Departure from Promulgated Procedures Task Fixation, Pre occupation Violating Limitations and regulations Lack of knowledge Poor Decision Making

Search And Rescue � � � The Contest Director in charge of flying at the Contest site is responsible for alerting the Rescue Co-ordination Centre (RCCNZ) if required. In addition, any other person in receipt of information that search or rescue action is required must alert RCCNZ can be contacted on the 24 hr emergency number, 0508 472 269 If the contest director has not heard from a glider for more than 1. 5 hrs, Search and Rescue will be initiated

Accident and Incident Reporting � � � The pilot in command must notify an accident to the CAA as soon as practicable. If the pilot has been killed, or incapacitated, the glider operator must notify instead. This need only be a quick telephone call, to the 24 hr number 0508 ACCIDENT (0508 222 433). All accidents and incidents must be reported to the Contest Director and the Safety Officer All accidents, and all incidents which have or might have caused damage to a glider, or injury to the pilot, or other persons, must be reported by the Contest Director) to the ROO or NOO as soon as possible by phone, fax or Email

Competition Pressure Weather Changes MBZ Helpers Rigging Distractions Circuit traffic Fatigue Inexperienced Ground Crew Crosswind THREATS Turbulence Unfamiliar Airport Lift/sink in circuit Time Pressure Under-performing state of mind Small Paddocks Launch Delay Low cloud base System Malfunction Terrain

Situational Awareness � � � Situational awareness, is the ability to create a clear, stable picture of the airspace and aircraft within it from aural and visual data. Like all skills, the ability to develop these three dimensional models can be learnt or improved. Two key elements to situational awareness are: Image on a large scale Put yourself in the image

Situational Awareness � � � Don’t put the aircraft in a place where your mind has not been at least 5 minutes before. Situational Awareness is a pilot’s continuous perception of self and aircraft in relation to the dynamic environment of flight, threats, and the ability to forecast, then execute tasks based on that perception. It is problem solving in a three-dimensional spatial relationship complicated by the fourth dimension of time compression, where there are few givens and many variables. It encompasses the individual’s experience and capabilities, which affect the ability to forecast, decide and then execute. SA represents the cumulative effects of everything an individual is (knowledge base) and does as applied to mission accomplishment.

Personal Limits � Setting your own personal limits will depend on a number of factors to determine what is appropriate for you � Currency � Training � Experience � Weather conditions � Level of Fatigue � Allowance for the unknown

CONCLUSION The basic principle in all of the above is use your common sense. We all know how at some time we have heaved a big sigh of relief as we walk away from a nasty situation with an intact body and airframe, a more rapidly pumping heart and the sure knowledge that we nearly ate it that time!. The solution to a better accident rate lies in all our hands and it is up to use the brains we were given from the time we leave home/caravan/tent till the time we have the first beer of the evening. After that they are probably scrambled anyway.

Bring on the Flying