1. GFA COACHING - Outlandings -

2. OUTLANDINGS
A series of presentations for self instruction to support out-landing training in the Motor Falke.
Recommended that these be used prior to pilots joining the basic cross country course “Gold for Soaring Pilots’’.
May also serve as pre-season refresher training for establish cross-country pilots.

3. PREPARE BEFORE YOU TAKEOFF
WHERE TO LAND?
Before take off brief and review where to land in the event of tug failure. At Benalla shown here facing south, runways 26R and 35R are the most critical. The western end of R26R R26L can be seen on the right of the picture.
Where you land will be dependant on the season and crop as a general rule land in a field [UK] or paddock [OZ] that has been previously cropped as this will reduce the incidence of hitting hidden objects on landing.
PREPARE BEFORE YOU TAKEOFF

4. WHEN TO THINK ABOUT OUTLANDING ?
When you plan your daily task
Revise before you launch
Revise when you start the task
As soon as thermals become hard to find
As soon as not reaching the home field becomes likely
When you can no longer stay airborne
2,000 feet only gives you 10 minutes in the air

5. HOW FAR CAN I FLY ?
L/D giving distance per 1,000 feet altitude in still air
1/ ASG-29
8nm
15km
1/ LS-8
7nm
13km
1/ LS7
6nm
10km
1/ Junior
5nm
8km
1/ ASK-13
4nm
7km
1/ K7
3nm
5km
You should have some idea of the glide angle at all times. Know your sailplane, and if you change to a different sailplane to that with which you are familiar increase the margins.
A tailwind will extend the glide and a headwind reduce it. Where possible plan the final leg of your cross-country flight in either zero wind or down wind.
A rough rule of thumb for a 15 metre sailplane is 10km per thousand feet. Always back up a final glide computer by mental arithmetic. If you input false information you will get a false answer!
One nautical mile is 6020 feet, therefore if the L/D is divided by 6 it will give the distance in nautical miles per feet. For approximate kilometer distance double this figure and take away 1.
Wind strength and direction and sink can impact these still air figures very significantly
It does not take much to chop the distance in half

6. CONSIDERATIONS Wind (& Sun) Wires (overhead and fences) Size Surface
Slope
Stock
Surroundings and obstructions

7. OVERHEAD WIRES There are always wires in the county
Either between two poles
Between poles and a group of trees
Between the road and a house
Beside many roads
Going into buildings
Look for poles, not wires
Always fly higher than the top of the poles if you cross over them
The safest assumption is that there are wires on all four sides of every field

8. WIRES ALONG FENCE LINES
Wires adjacent to road are difficult to see. Be very wary of approaching to land across a road and between trees. If landing distance is not critical landing mid field may be a better bet.
NEVER APPROACH BETWEEN TREES

9. POWER WIRE(S) FIND THE WIRE?
What is the clue in this picture? The wires are almost impossible to see until it is too late. Look for the poles and in this case the shadow of the pole.
FIND THE WIRE?

10. FENCES Any wire fence can decapitate, never hit one
Never roll across two different crops
Never land or roll across the border of different surfaces
Never roll into a tree line
Beware the fence
If you inadvertently are heading towards a fence
- You must ground loop the aircraft
- Push the stick full forward first and then the aileron and rudder in the same direction

11. LOOK FOR FENCES IN FALLOW PADDOCKS

12. WIND Landing into wind - Reduces landing run
- Increases approach angle
Landing into cross wind
- Ok, if it has into wind component
- Ok, if less than 10 knots
- Induces weather cocking and wing drop
- Potential to catch wing and ground loop in tall crops
Landing downwind
- Vastly increases landing distance
- High ground speed
- Potential for stall in

13. SUN A lot of summer flying is done with SW-W-NW winds
Late in the day you could be landing into sun
This can be difficult to avoid
Unless it very strong wind, landing cross wind will reduce the glare -

14. ASSESSING WIND DIRECTION
Forecast
Draw wind direction on map (on each leg of the task)
Wind from navigation device (XCSoar, Oudie, LXNav etc)
Drift over ground (fly to object)
Cloud shadow drift
- only shows upper level wind
Wind shadows on water
Smoke / Dust
ATIS or request on nearest airfield frequency
The wind in narrow valleys will be in line with the valley, not the prevailing

15. FIELD SIZE Normal minimum distance of 300 meters but may depend on:
- Slope
Wind component
Obstructions to clear
Type of surface
Type of sailplane (heavy or light)
Level of skills and experience
Landing corner to corner increases the effective length
Observe the paddock from two sides to improve perspective
Always choose the largest, open flattest paddock.
Better a long walk than a broken glider

16. ASSESSING FIELD SIZE Perspective
Beware of a small field surrounded by smaller ones
Use relative sizes of surrounding buildings, trees, etc
A narrow field will appear longer than it is
A wide field will appear shorter than it is
A long field will appear narrower than it is
A short field will appear wider than it is
If you have been low for a while, field will appear bigger than at height
Obstacles
Is the approach unobstructed?
Obstacles on the approach decrease the usable landing area by 8 times the height of the object

17. FIELD CROPS AND SURFACE
A freshly harvested wheat field is the first choice
In Queensland, ploughed fields are good
Fallow fields are OK
Low crops are also OK
Rice, Corn fields or tall Canola must be avoided
If you have to land in a ploughed field, then align to the furrows
To avoid a ground loop if landing in crop – the advice is to use brakes early, then when you know you have enough field in front of you, close them completely to minimise stall speed. Round out just above the tallest heads of crop, then just before stall, gently blip the stick forward to ensure both wings enter the crop simultaneously. This technique is hard to perfect but if done properly the glider will come to a quick stop straight ahead. If the glider does start to groundloop, immediately push the stick forward to prevent damage to the tail.
Early in the season, young short green wheat is OK, but the farmer may not be happy

18. SURFACE CONDITIONS Consider - Time of year Undulations
- wet
- dry
- crop height
- Where you are flying
Undulations
- Ridges, furrows and
Have an order of preference.
- Stubble, Silage, Harrowed, Pasture
Beware of disused airfields and strips
- They may have fences, rubbish and ditches
- The are likely not to have enough wing clearance (side to side)
The surface will vary according to the time of year and the countryside over which you are flying.
Always land along the ridge or furrow never across.
The order of preference will change during the year. Make observations of the surfaces and crop on the way to the gliding club is good insurance against landing on the wrong surface and the possibility of ground looping.

19. SUITABLE SIZE FOR LANDING ?
Note the contrast in colour between fields. In some parts electric fences are used extensively to control grazing.
In Australia wherever there is a farmhouse the will be SWER [single wire earth return] power lines. Look for the poles and attendant shadows.
Bill Anderson a pilot who has flown extensively from Benalla over many years states that a tidy farm house equals tidy paddocks.

20. WHERE WOULD YOU LAND?
It’s good exercise to pick paddocks out when you don’t need them
Cloud shadows increase difficulty in making assessment.
Look at the dams these are ideal for assessing
- Wind
- Slope
Anything else? What about the buildings, and somewhere there will be a potentially lethal SWER line leading to the property. The buildings will help give perspective to the size.
Which paddocks in the picture are suitable for landing.?

21. WHERE WOULD YOU LAND?
Picture is taken looking south near Wilby in North East Victoria
Note that the fences run north south and east west, this helps with orientation. Google earth is a useful tool for researching the area over which you plan to fly.

22. WHERE TO LAND? OBSERVE CAREFULLY Low lying areas – gullies and ditches
Fallow paddocks may have tall tussocks and high grass
Always looks for landing strips near houses
If you can, land near a road or near a house (one that looks occupied)
Don’t land across ploughed furrows if you have the option
Which areas would you consider doubtful?
As you scan for lift also scan the terrain, this is essential because the out-landing options can change quickly. Don't leave the choice of paddock until its so late that it compromises safety.
Always keep ahead of the sailplane, cross country flying demands constant flight management.

23. ALWAYS LAND UP SLOPE
Regardless of the degree of slope or wind direction, you must land up hill
Photographer unknown. Near Orange in NSW.
Landing down slope is a sailplane breaker. It makes the touch down point difficult to gauge, and increases the likelihood of a ground loop.

24. MORE SPEED UP SLOPE
You cannot see the angle of the slope from overhead
You can see the slope if viewed 30 degrees from horizontal
Note the dams and creeks in this picture. These indicate that there is a fall in the surface.
If landing up slope then you need enough extra speed to be able to fly up the slope, then flare out. Otherwise you will pancake into the hill which is very bad

25. PADDOCKS IN WINTER May be boggy, but low cropping
Can be soggy but safe. Don’t get the retrieve vehicle bogged.

26. PADDOCKS IN EARLY SUMMER!
Same field, but with tall, woody stemmed growth
The pilot of this sailplane thought he was landing into a smooth black paddock much to his surprise on final. The approach was well controlled and there was no damage. A lucky escape perhaps, however, if the approach is accurately flown with wings level and speed reduced on top of the crop with the sailplane then allowed to settle there is likely to be little or no damage.
It’s a good idea to make note of the surrounding agriculture and the state of all crops when traveling to Benalla

27. PADDOCKS IN EARLY SUMMER
This height will likely cause a ground loop
Cereal crops and grasses present a problem in spring and early summer. Green crops are particularly dangerous. It you are caught enter the crop into wind and reduce speed before entering the crop ensuring that the wings are level. This helps to prevent ground looping.

28. SURROUNDINGS AND OBSTRUCTIONS
Landing near a road is not a primary option
Beware of down draft in the lee of slopes
Ditches
Rocks
Power lines
Trees
Turbulence from buildings
Turbulence from trees
Turbulence from ridges or outcroppings

29. WIRE FENCES! The cattle are managed with Electric Fences
Land in the cropped paddock in the foreground
Also land lengthwise on the ‘stripe’
Fences are here, running lengthwise
Electric fences are difficult to spot. If there is any contrast between crop assume that there is a fence. Where possible always land on an area that has been cultivated.

30. STOCK - FRIEND OR FOE
Cows and horses are naturally inquisitive, they have large tongues and damaging hooves. Calves are even worse.
Avoid paddocks with any livestock in them. If you can’t, then don’t leave the aircraft unless you absolutely have to
Cattle are sometimes grazed on moist or wet paddocks, leaving a deeply rutted field for landing. Avoid if possible.

31. APPROACHING OVER TREES
Obstacles on the approach decrease the usable landing area by 8 times the height of the object
This slide needs no further explanation. Speed on the approach 1.5Vs plus additives.
OBSTRUCTIONS- REQUIRE EXTRA LENGTH
TURBULENCE- CONSIDER A SPEED ADDITIVE

32. ANOTHER OBSTRUCTION
Some of these bales are wrapped in plastic and hang around for a long time. Can be a problem early in the season.

33. PREPARING TO LAND OUT
At 2,000’ transmit that you expect to land out, then leave it alone
Select paddock and continue to reassess. If it’s a big field look for the access point or road, save yourself a long walk.
If all other safety aspects are met, land parallel to the fence and near a gate
If possible, have options
Ensure that the water is dumped**
Focus on your goal, but integrate options as you descend
When you get to 1,000’ then stay with what you have selected
Don’t crowd yourself, use normal approach
Use angular distance to assess correct height
Speed 1.5Vs + half the wind speed and make adjustments for wind shear
Carry out FUST check
Harness must be secure and firm
Wind sheer. In strong winds with the possibility of severe wind sheer consider adding the wind component plus half the gust factor limited to 15kts to the approach speed.
** In hot dry conditions and if remote, leave some water in the tanks, it may save your life

34. LANDING CIRCUIT
Fly your normal landing circuit with the normal spacing
Fly what you are used to
Do not fly higher than normal, this works against you
Don’t rush the pattern
Have good speed control
You want a low energy landing, but keep the approach speeds correct to the conditions. There are very few crashes caused by 5 or 10knots of extra speed on final
Wind sheer. In strong winds with the possibility of severe wind sheer consider adding the wind component plus half the gust factor limited to 15kts to the approach speed.

35. THE LANDING
If landing on a serviceable airfield, land on the runway or prepared strip
Always pick a short field aiming point
Give yourself a fairly long approach
Land over obstacles with at least 2/3 airbrake
Stop as soon as possible
Landing off runway can be dangerous owing to drainage ditches, markers and signs.

36. AFTER LANDING
Report safe landing to another sailplane, text in or activate SPOT
Secure the aircraft
Phone the club and report GPS position and directions and assess the suitability for aero-tow retrieve
Find the property owner and get permission to release the sailplane
Do as little crop damage as possible
Search field for any debris after de rigging
Close all gates and thank the farmer

37. AERO TOWS ARE NOT PERMITTED ON DAYS OF TOTAL FIRE BAN
RETRIEVES
AERO TOWS ARE NOT PERMITTED ON DAYS OF TOTAL FIRE BAN
Cattle are sometimes grazed on moist or wet paddocks, leaving a deeply rutted field for landing. Avoid if possible.

38. REFLECTION AT 2000 FEET YOU MAY ONLY HAVE 10 MINUTES LEFT
A REPAIR MAY TAKE MONTHS
HOSPITAL VISITS ARE EXPENSIVE
USE THIS TIME WISELY
Looking after the crew is good insurance. One reason they have come to collect you, is probably to gain their own insurance! Don’t despair when it’s your turn to be crew, it can be good fun if you make it so.
Pilots with engines tend to stay in the club bar, and avoid retrieving. Retrieving can be good fun, and there are usually pubs to visit on the way back to the gliding club. Engines have been know to fail!
Always treat out-landing as an adventure.