1. Beginning Cross-Country Beginning Cross-Country Dean Carswell

2. Beginning Cross-Country  1. Barriers  2. Prerequisites – Knowledge and Skills  3. Preparation –Flying skills  Thermalling  Accuracy landings  Off-field landings  Knowledge skills  Navigation  Pre-flight preparation

3. Beginning Cross-Country  4.The first cross-country flight  Navigation  Cross-country techniques  5.SAFETY – paramount – must be first concern throughout

4. Major Barriers to Going Cross-Country Physical – lack of skills needed – lack of ability to – Stay up – (thermal acquisition and use) Navigate – not get lost Make a successful off-field landing Psychological – Fears – Failing to reach goal Risks and dangers of off-field landing (lack of confidence) Past failures – lift stopped working

5. Major Barriers to Going Cross-Country  Cross-country is the antithesis of all previous soaring experience, where you were required to get back to the home field  Note how uncertainty of physical skills feeds directly into the psychological issues  Are the barriers real?  Are the barriers important?  Can they be overcome?

6. Major Barriers to Going Cross-Country  How can they be overcome?  By careful –  Preparation  Training (including dual instruction)  Acquisition of requisite experience and skills  Start with a logical approach  What’s the difference between local soaring and setting off cross-country?  Both require the same atmospheric conditions  At any given time, the air mass is generally homogeneous

7. Major Barriers to Going Cross-Country  If this is correct, the probability of finding the next thermal en- route is the same as finding the next one within range of your home field  The atmosphere doesn’t know that you have to get from A to B, rather than back to A – it responds exactly the same, either way

8. Prerequisites  Experience  FAA private glider (knowledge and practical tests) or equivalent  Bronze badge (requires A, B and C badges)  15 solo hours  At least 30 flights of which 10+ in single place  2 solo flights of 2+ hours each  3 solo witnessed spot landings  2 [simulated] off-field accuracy landings with a CFIG  Written test on cross-country techniques and knowledge – pass 80%

9. Prerequisites  Skills –  Thermalling  Accuracy landing  Off-field landing  How do you acquire these?

10. Thermalling  Goal is to enter efficiently and climb quickly  Many methods – some apparently contradictory  Which one is best?  The one that’s simple, and works for you  If you haven’t found one, try Wander’s The Art of Thermalling Made Easy

11. Thermalling  Thermalling safety  Collision risks increase substantially where gliders congregate together, especially when the thermal is weak  Working audio variometer is essential  Must maintain safe separation – SEE, BE SEEN, AND AVOID  Observe the Thermal Soaring Protocol  What’s that?  See http://soaringsafety.org/dl/Cross- CountryHandbook.pdf - Annex D on page 65 http://soaringsafety.org/dl/Cross- CountryHandbook.pdfhttp://soaringsafety.org/dl/Cross- CountryHandbook.pdf

12. Practical Thermalling Hints  Fly accurately – yaw string centered, correct airspeed, consistent bank angle  Fly in ROUND circles  Avoid too shallow bank angle – start with 40 degrees; once centered, experiment  In desert or mountains, thermals often stronger and narrower – turn steeper  When thermal first encountered, turn towards core (side on which wing is being pushed up) – if uncertain, turn anyway

13. Practical Thermalling Hints  Thermal lost during initial turn? – Likely turned in wrong direction – maintain turn for 270 degrees, straighten out for a few seconds, then resume turning  Create and maintain mental picture of position of core relative to the glider; remember variometer lag can be up to 5 seconds, while surges are felt in real time  Rule of thumb – if not centered, when variometer reading is lowest, inside wing generally points to the core  When moving center of circle towards core, do so in 2 or 3 small shifts

14. Practical Thermalling Hints  Don’t continue to circle in sink – widen search by reducing bank angle – if nothing, start new search  Low down – if thermal is lost, fly upwind for a few seconds  If low, don’t leave a working thermal in hopes of finding a better one  Low down, if reduced or zero sink – circle  Circle at the correct speed for bank angle  Safety is paramount – see, be seen and avoid – keep eyes scanning outside cockpit – be predictable; no sudden maneuvering – observe Thermal Soaring Protocol

15. Accuracy Landings  Requirement (completion standard in training/learning environment) is to be able to fly a safe pattern and precision landing with the successful outcome never in doubt  The methodology is equally applicable in any location – home airport or strange field – the same technique will apply.  How do you avoid becoming an overshoot/undershoot (land-short) statistic?

16. Accuracy Landings  Let’s look first at where we want to be – touchdown just beyond the aiming point/reference point on the airport/farmer’s field  A conservative final approach requires the glider to be in the middle of the Safe [final] Approach Cone – using one-half to two-thirds airbrake throughout final  If the wind is strong, the Safe Landing Cone will be more steeply inclined to the horizontal

18. Accuracy Landing  If the wind is light, the Safe landing Cone will be flatter to the ground  The key is to make the base-to-final turn at a point in space so that the glider enters the middle of the Safe Approach Cone, then proceeds all the way down to the Aiming/Reference Point using one-half/two-thirds airbrake

20.  How do you judge when you are safe in the pattern – with enough energy to make it all the way to the Aiming/Reference Point?  Turn left at the red barn?  Check the altimeter to ensure there is enough height?  Use TLAR [That Looks About Right]?

21. Accuracy Landings  How does TLAR work – on what principle is it based?  How is it applied?  Choosing an angle which is safe means the glider has sufficient energy to safely complete the pattern, absent catastrophic sink.

22. Accuracy Landings  Do you find it easy to judge a straight line distance – say 1,000 feet?  Do you find it easy to judge an angle – say 30 degrees?  Can you easily perceive when an angle changes?  Can the ability to see instantly an angle which is changing help us as pilots?

23. Accuracy Landings  The dip angle is the Angle between (1) an imaginary line drawn from the pilot’s eye to a chosen point on the surface and (2) an imaginary horizontal line drawn from the same chosen point on the surface to the point on the surface which is directly below the glider.  The prime example for flying the pattern is the dip Angle to the Aiming, or Reference, Point on the ground – for example, the numbers at the end of the runway – where the pilot will look on final approach.

25. Accuracy Landings  Let’s look and see how the Angle changes as the glider flies downwind, parallel to the runway, assuming still air – no lift or sink.  If the glider maintained height on downwind, the Angle would increase as the glider gets closer to the Reference Point.  But the glider is descending, and the descent cancels out the increase of the Angle.  So, as the glider flies downwind parallel to the runway, the ANGLE REMAINS CONSTANT.

27. Accuracy Landings  How can this information be applied to avoid overshooting the Aiming/Reference Point or undershooting and landing/crashing short?  As the glider is flying back toward the field, pick a safe Angle.  The Angle will be less steep in a higher performance glider e.g. a Grob G 103, than it would be in a lower performance glider like a 2-33.  The Angle should be steeper if the wind is stronger.

28. Accuracy Landings  To conform with other traffic and give predictability, the Angle can be picked up at the Initial Point.  BUT THIS IS NOT ESSENTIAL – the Safe Relationship implied by selecting and maintaining a safe Angle can begin anywhere.  Remember you can be flexible – object is safe landing, not pretty pattern – take whatever action is necessary to make safe landing

30. Accuracy Landings  From the Initial Point, fly downwind at best speed-to- fly, parallel with the runway. If there is no lift or sink, the Angle will stay constant.  If the Angle starts to change, make a corrective heading change.  if the Angle starts to get flatter (sink), turn in slightly towards the runway until the Angle gets back to a safe value, then fly parallel again.  If the Angle starts to get steeper (lift), turn slightly out/away from the runway until the Angle gets back to the correct value, then fly parallel again.  BE FLEXIBLE – be prepared to change heading to keep the angle constant.

31. Accuracy Landings  Once the glider has passed abeam the Reference Point, turn gently towards the extended center line of the chosen runway, continuing to maintain the Angle.

33. Accuracy Landings  As the glider reaches the base leg (90 degrees to the line of final approach), the Angle will start to increase.  The sight of the Angle starting to increase is the signal that, absent encountering catastrophic sink, the glider really has sufficient energy to make it to the field and make good the Aiming/Reference Point.  Once approaching the extended center line of the runway, turn from base to final, intersect the Safe Approach Cone in the middle (one-third/one-half airbrake), make good the Aiming/Reference Point, and land safely on the selected field

34. Accuracy Landings  If the wind is strong, consider turning in a little more rapidly – the Safe Landing Cone will be more steeply inclined to the the horizontal – so the glider will be closer in to the field when the middle of the Cone is reached.  Remember, this Angle technique works even when the height AGL (altimeter) is not known – it is equally applicable to a home airport of off-field landing – it ensures you have sufficient energy to safely make it to the field if you start with sufficient time/height  Practice it!

35. Planning the Off-Field Landing  Object is to be able to select a field and fly a safe pattern, approach and landing  Essential to select a suitable field with sufficient time/height to evaluate field and other factors relevant to safe approach and landing  Until pattern altitude is reached (1,000 feet AGL), use any workable lift, but not to detriment of making proper planning, keeping field in sight and not being drifted out of range downwind  Fly at best-speed-to-fly, never fly over unlandable areas unless clearly adequate height to overfly

36. Height Bands  At 3,000 feet AGL, select landable area and fly towards it – identify hills likely to create wind problems or lee turbulence, visibly sloping areas, towers and other tall obstacles  At 2,000 feet, identify and assess suitable fields, if possible flying completely around while making the assessment – use 7 “S” criteria  At 1,500 feet, select field and back-ups, continue evaluation, select position of pattern Initial Point (IP) [1,000 feet], complete checks, straps TIGHT!

37. 7 “S”s Criteria for Field Selection  Surface wind  Size  Shape  Slope  Surface  Surroundings  Stock

38. Execution  Plan to be at Initial Point around 1,000 feet (higher if wind is strong) – select and maintain safe Angle to Aiming/Reference Point – should be one-third way down field  Now committed to land – no more thermalling  Continue evaluation – some features only become apparent when low/close  Abeam Aiming/Reference Point going downwind, establish minimum safe approach speed, maintain safe Angle turning onto base leg  Aim to enter Safe Approach Cone for one-half/two- thirds airbrake final approach

39. Execution  Aim for touchdown one-third way down field  Execute fully held off landing for minimum energy touchdown  On ground, full airbrake and wheelbrake for shortest roll

40. Off-Field Landings – Pitfalls and Mistakes  Decision to land made too late  Surface wind direction misjudged  Unsatisfactory field selected  Cramped pattern – too high/fast – poor selection of IP  Last minute change of mind  Attempting, but failing to soar away at too low an altitude

41. Off-Field Landing - Emergencies  Emergencies in the air  The inadvertent OFL – how to tell in time  Losing height quickly  Turning/side/forward slips  Use of drag and inertia – drag increases as square of speed  ‘S’ turns  360 degree turn

42. Off-Field Landing - Emergencies  Emergencies on the ground  MUST avoid wire fences and solid obstructions  Induce ground loop if time and space to do so  If not possible, steer for gap – let wings take impact; head down

43. Physical Preparation  Glider  Clean; cockpit comfortable; working radio and audio variometer, current parachute; pre-flight and CAC completed  GPS/datalogger/nav. display – pre-programmed; fully familiar with operation  Equipment – trailer prepared (lights, brakes), hooked up to towcar (keys and gas); crew  Pilot (you) – “I’M SAFE” check

44. I’M SAFE  Illness  Medication  Stress  Alcohol  Fatigue  Familiarity  Eating

45. Flight Planning  Weather – FAA; TV; online resources; expert help  Airspace – TFRs, other restricted airspace – avoidance or legal/safe penetration  CURRENT chart – even if GPS

46. Chart Usage  Orientation  Symbols  Identify ground features from map (not other way round)  Be able to maintain course  All while flying glider and using thermals efficiently – needs to be practiced

47. Chart Usage  Not all roads marked on sectional  Railroads – easily confused  Small features – airports, small towns – can be obscured by cloud shadows  Line features (unless very large e.g. freeways) only identifiable at 2-3 miles  Towns easily confused, especially if size and shape changed since last chart survey  Lakes change shape when water level changes  Never rely on single feature – correlate combination of features

48. When Lost  Locate landable area and keep within gliding range  Use all available lift  Estimate position from last confirmed using time/speed/direction  Correlate features on ground with chart - MUST cross- check

49. Execution – the (First) Cross- Country Flight  Plan to remain within gliding range of home airport, or others from which you can be towed  Select route, mark on chart; mark radius circles, known safe landing places  Select safety heights for recovery to chosen airports using forecast top of lift as guide – modify plan if necessary!  If only one airport (yours), plan triangular course around it  Practice several times, trying to increase speed each time

50. Cross-Country Techniques  Three most common counter-productive factors –  1. Failure to circle tightly/bank steeply enough  2. Flying too slowly between thermals  3. Circling in all available lift  Lift streets – cloud, or blue – lift often oval in shape with longer axis parallel to the wind  Sink lines up parallel to the lift streets  Crossing between streets – jump at angle of 60 degrees, more or less depending on sink  If lift street up to 30 degrees off course line, follow street, then jump to next, keep upwind of course line

51. Cross-Country Techniques  Where to go?  If clouds, try to establish relationship of lift to clouds – upwind side, downwind side, etc. – usually same all day  Zigzag gently, especially when blue  Long period of heavy sink – possibly sink street – make deliberate turn to exit area ASAP  If no developed cumulus cloud, follow short-cycling wisps  Plan ahead – select next likely thermal source before departing from present thermal

52. Cross-Country Techniques  Use performance, not guesswork, to assess potential range and ability to get to next expected source  Avoid likely sink areas –  Downwind of lakes, ridges, rugged terrain  Sandy areas, wet/low lying ground if higher/dryer available  Forests, except late in day  Seek areas likely to have better lift  Baked bare ground, industrial sites, large areas of concrete/asphalt, higher ground, especially when slope near 90 degrees to sun  On leaving thermal, get on course, then confirm course correct

53. Cross-Country Technique  How fast?  Object is to get to top of next thermal as fast as possible  Speed – based on glider performance, rate of sink, and thermal strength  McCready ring is calibrated for glider’s performance, rate of sink is shown by variometer, thermal strength determined by pilot  Inexperienced pilots – set McCready at half average climb rate in last thermal  Adjust McCready depending on height band – setting height in K - 1 – e.g. at 4,000, set M=3

54. Cross-Country Techniques  Be ready to change gear if conditions improve/worsen; fly faster if cloud separation increases  When to thermal? As little as possible. Try and start upwind leg high, so less need to circle  Minimum acceptable climb rate (average) – should increase with altitude – when rate declines to minimum, try proceeding using ‘S’ turns instead of circling

55. Cross-Country Techniques  Height bands  Normal operating band – only accept minimum climb rate; below normal operating band – use any lift  Normal operating band – top 2/3 – e.g. if cloudbase 6K, band should be between 5,500 and 2,000; for first few cross-countries, use band of top half – e.g. 5,500 and 3,000

56. Cross-Country Techniques  Sink rate often increases immediately before thermal reached – keep flying straight for a few seconds  Circling birds are usually thermalling, circling gliders aren’t necessarily – don’t chase a circling glider unless clearly going up, and only then if it can be reached at close to same altitude  Depart thermal when climb rate reaches 2/3 highest average  Think ahead – check conditions and modify plans accordingly  Below 3K start planning for possible off-field landing

57. Cross-Country Techniques  Final glide – start when sufficient height to get directly to goal without lift – factor in safety height at goal  All previous calculations have been based on maximizing performance within air mass – no compensation for head or tail wind; on final glide, factor in effect of wind – Best-speed-to-fly should compensate not only for lift/sink, but headwind/tailwind  Headwind - McCready speed + 50% headwind  Downwind – slightly slower than best L/D + sink compensation

58. Cross-Country Techniques  Maximizing final glide speed – getting started, object is to reach goal with safe height margin  Once experience is gained, speed can be maximized – make your own trade-off between highest speed and risk of not making good the goal

59. Lastly  For badges/records/contests – MUST know rules, e.g. turnpoints, declarations, verification  Whole approach predicated on ability to practice specific aspects before jumping off into the blue  Every aspect can be started using help of experienced instructor or cross-country pilot  Learning is more effective in a 2-place glider than single-place ‘observe and follow’  Set down the specifics still to be accomplished, then devise a program which will do so  QUESTIONS?