Windsports Library and Pilot Resources
PILOT RESOURCES
OTHER FLYING SITES
As a USHGA Novice rated pilot, you are authorized to fly at the Sylmar Flight
Park under a special provision created by the Sylmar Hang Gliding Association.
In effect, you are being "sponsored" by your instructor. He has
promised the club that you have been adequately trained, and have exhibited
the type of maturity and judgement necessary to safely fly the site. Observance
of the club's rules, safe flying skills and practice, and responsible judgement
are all that is necessary to fly here.
Once you have logged 20 flight hours, and earned your Intermediate rating, your sponsorship will no longer be necessary. In addition, your USHGA Intermediate rating will allow you to fly other high-altitude mountain sites like the one you have gained your experience at. You are reminded that attempting to fly a site that is rated higher than your official rating, places you and the site in jeopardy. Many Intermediate rated sites have provisions which allow Novice rated pilots to fly, under the direct supervision of an Instructor. Be sure to check with the site representatives or the local shop or school for the appropriate protocol. Most importantly, BEFORE flying any unfamiliar site, call your Windsports Instructor.
· Windsports offers one and two day lesson trips to these and other flying sites throughout the year. A calendar listing of these trips is available from Windsports.
· PINECREST FLIGHT PARK - A 3200 ft. west facing thermal
site which combines some ridge soaring. Located in San Bernardino, and regulated
by the Crestline Soaring Society, it requires an Intermediate rating to fly
here. There is a provision for advanced Novice pilots to fly in mild flight
conditions after meeting certain minimum requirements. For current regulations
and site protocol, contact USHGA Instructor Rob McKenzie at the Pinecrest
Air Park, (714) 883-8488.
· AVENUE S - A northeast facing 1200 ft. morning thermal,
and wintertime ridge soaring site in Santa Ana wind conditions. Rated Intermediate
during soaring conditions, but an excellent advanced Novice site for morning
or late afternoon conditions in winds under 10 mph. Windsports offers training
sessions at this site during the winter months.
· LAKE ELSINORE - A 1200 ft. north east facing morning
thermal site in the summer, and a ridge soaring site in winter Santa Ana wind
conditions. Rated Intermediate, this site has seen recent changes in the size
and location of its landing zone. In addition, negotiations are in progress
to preserve the long term hang gliding activities through the issuance of
a special use permit by the United States Forest Service.
· MT. WILSON - A 4000 ft. vertical thermal site, with
a restricted launch and landing field. Through a new permit system issued
by the County of Los Angeles, this site is regulated by the Mt. Wilson Soaring
Society. Mt Wilson is a Hang 4 site and the permits are issued by the Pasadena
City Parks Dept. Call Windsports for details.
· TRANCAS CYN - A 1500 ft. coastal site in Malibu. It carries a Intermediate rating or the direct supervision of your southern California Instructor.
FOR INFORMATION ON THESE AND OTHER SITES,
CALL YOUR WINDSPORTS INSTRUCTOR.
1. Hang Gliders (unpowered ultralight vehicles) must yield right of way to all other aircraft except powered ultralights. This is the law (FAA Federal Aviation Regulations Part 103.
2. As you approach another aircraft head on, you should steer to your right of the approaching aircraft.
3. When thermalling, the first pilot to enter a thermal establishes the required turning direction in that thermal.
4. When ridge soaring, the glider closest to the ridge has right of way.
5. The lower aircraft has the right of way.
6. When ridge soaring, a glider overtaking another glider that is flying in the same direction should pass between the ridge and the glider being overtaken.
By Joe Greblo
Kagel Mtn, world famous for its consistent soaring conditions,
is equally famous for its crowded airspace. Many who fly here will agree that
during crowded conditions it is very difficult to relax and enjoy a flight,
for fear of an all to close encounter with another glider. Heated complaints
about right of way violations are common topics in post flight discussions.
This article will not discuss basic thermalling technique, or simple right
of way rules. Plenty has been written on those subjects already. Instead,
I'd like to concentrate on specific problems encountered at Kagel Mtn. on
crowded afternoons.
The main problem is not necessarily too many gliders in the
air, but rather the different flying styles, thermalling techniques, and right
of way procedures of many pilots. It's this lack of uniformity in the flying
styles of our local pilots that makes the site seem more crowded than it really
is. Consider for a moment how 200 people can safely ice skate at a crowded
rink IF everyone conforms to basic patterns of speed and direction. But remove
100 of those skaters and send the remaining 100 on the ice to race around
in any speed and direction they wish, and the ensuing ice anarchy would result
in utter chaos!
This article is designed to help you understand air conflicts
and their causes. As you shall see, some of these causes are not real obvious.
By analyzing these situations in advance, you can prepare yourself to avoid
most aerial conflicts, and maybe even a mid-air collision.
Keep in mind these 2 main ideas as you read this article. First, Kagel Mtn
is primarily a thermal site. The bowls are actually ridge soarable during
thermal gusts, and on occasion the whole ridge is soarable. This does not
mean that you should ridge soar this site. Second, when flying in crowded
conditions, personal flying style must be sacrificed to some extent to accommodate
the "gaggle" as a whole.
THERMALLING DIRECTION
The simple rule, "THERMAL IN THE SAME DIRECTION", is broken more
often than any other. Unfortunately, this rule is not as simple as it appears.
There are four basic reasons why pilots find themselves in
the same thermal, but thermalling in opposite directions.
1. Not looking or thinking far enough ahead. Flying in crowds requires plenty of in-flight, on the spot planning. It is imperative to know which gliders lie near your path and what direction they are turning. If thermalling or flying in turbulence is so mentally taxing that it requires near total concentration, then it's best to avoid thermalling near other pilots. Practice thermalling in an area free of crowds until your skill and confidence provide plenty of "left over" concentration for planning ahead.
2. Hi-low split. As in the card game, the losers are the guys in the middle. Envision yourself already low when a sink cycle hits. Your search the ridge as long as altitude permits, but are eventually forced to head out toward the l/z. Just ahead and 600 ft. above you, you notice a pilot circling to the left and climbing steadily. He is so high that you are not sure exactly when and where you will enter the lower part of his thermal. When you find the lift, your right wing rises so you turn right, opposite the upper pilot's direction. You reason that since he is way higher than you, he won't mind if you circle in the wrong direction. Besides, your too low to turn left and fumble through the sink before re-entering the same thermal.
Sure, the other pilot may not mind because there is no immediate
conflict. But think ahead a little; it's a crowded day, and this sink cycle
will force every other pilot in the neighborhood to head for your thermal
just as soon as they see you climbing. You might as well paint a bulls-eye
on your helmet. The plot thickens (literally) as the pilots, arriving low,
follow you and circle right, and the pilots closer to the upper glider follow
his lead and circle left. Pity the poor fools in the middle. They're all busy
screaming at each other to turn the other way. And since you were well below
this mayhem, you got off "scott free". In fact, you never even knew
that you may have almost caused a mid-air.
In this situation, entering the thermal at low altitude, you would have been
fine turning the wrong direction, ONLY IF you could reverse your turns to
coincide with the pilot above WELL BEFORE any other pilots arrived on the
scene.
3. Thermals with multiple cores often cause pilots to
meet thermalling in the wrong direction. Let's look at an example: It's a
crowded Sunday, and you've hooked a good one in front of launch. Your climbing
at 100-300 up. You're circling to the left, trying to core a little tighter
and get a steadier reading on your vario. A hundred yards in front of the
ridge you notice another pilot turning right, climbing at about the same rate.
It seems like there's plenty of distance between the two gliders, so you continue
to work the lift. Within minutes however, the other pilot's wing tip rockets
by your control bar. WHEW, A CLOSE CALL! How did he end up so close?
A Multiple core thermal is often interpreted as two or more separate and distinct
thermals. Since these cores are all part of the same unstable mass of air,
they often behave differently than the thermal as a whole. The cores sometime
seem to wander unpredictably within the thermal mass, often merging with other
cores. Two pilots circling in separate cores within a single thermal may find
their 2 cores merging into one. When flying with another pilot in what may
be a multiple core thermal, it is often best to turn larger circles which
pass through the different cores. If your comrad insists on working his core,
consider working it with him if it's large enough. If not, search elsewhere
for a safer, more predictable environment.
4. Merging thermals. This is the one that I fell for,
even after I watched it happen to others at Kagel. It happens often at this
site.
I ventured over to nearby Trash Mtn on a single surface glider, only to sink
out. There was a pretty stiff south wind and I was concerned about reaching
the l/z. Instead of trying to make the glide out, I decided to turn back towards
the Kagel ridge in a last ditch effort to get back up. My logic was that I
could fly cross-wind to the "volcano" and hopefully find lift. If
not, I would continue to the base of the dam and land in the alternate l/z.
I found some zero sink over flat ground and started turning
left. There was no one above me. The nearest glider was up against the Kagel
ridge nearly a quarter mile downwind of me. Because of his distance, I paid
little attention to the direction he was turning. I was drifting back fast
and hardly climbing. I didn't want to lose this thermal now since I was definitely
too low and too far back to make the usual landing area. As I approached the
wall of the Kagel ridge, my climb rate rose dramatically and my drift slowed.
At that moment I didn't realize that I was almost directly below the glider
that earlier was quite a distance away. We were separated by several hundred
vertical feet, and although I didn't know it at the time, he was turning in
the opposite direction. The problem became apparent when a 3rd glider pilot
attempted to enter the thermal at an altitude mid-way between us. Frustrated
at not knowing which direction to turn, he left in search of another thermal.
Later upon landing, he was quick to remind me of the incident.
How did I end up directly beneath a glider that moments earlier was in another thermal nearly 1/4 mile away? Thermals over flat ground drift much faster than thermals up against a mountain slope. The pilot that entered the thermal near the ridge drifted slowly. I entered a thermal over flat terrain and drifted quickly. Soon I was under him. Our separate thermals had merged in to one. Had I realized this while it was happening, I would have reversed my direction much earlier in anticipation of my approach to the other pilot. Conversely, if the other pilot had been paying more attention, he could have easily reversed directions prior to the arrival of pilot number 3.
RIDGE SOARING THE THERMALS
How many of us have been trying to thermal up the ridge at Kagel Mtn. on an
unstable day and run across a ridge soaring pilot? He's the guy who does tight
figure eights over a thermal-filled bowl because he thinks he's experiencing
ridge lift. Then, when the thermal gust dies out, he heads off to the next
bowl, where if he's lucky, he'll find other pilots to chase from their thermals.
Ridge soaring is ridge soaring, thermalling is thermalling, and never the two shall meet. what I mean is, using ridge soaring techniques at a thermal site where others are thermalling is about as compatible as slow dancing at a rhumba contest. If you are alone on the ridge, by all means ridge soar to your hearts content, but if you see other gliders coming your way, its necessary to utilize thermal techniques. If you're too low to negotiate a safe 360, then fly out from the ridge in search of another thermal.
· IMPROPERLY PASSING BY, OR ENTERING THERMALS ALREADY
OCCUPIED
General right of way rules are available in many soaring books,
especially those written by Dennis Pagan. Unfortunately, the real world of
hang gliding does not always follow ideal textbook situations. It's not cut
and dry. Of course you veer to the right if you're about to careen into another
aircraft head on. And certainly the low pilot has the right of way, but how
does one pass-by another pilot in a thermal or join him, without scaring the
heck out of him?
It isn't enough simply to fly by, taking care not to run into
him. There's more to it than that. You need to fly by him in the least intimidating
manner possible. You need to give him confidence that you know what you are
doing and that you won't run into him. You can do this by establishing a flight
heading that is well outside of his projected flying circle. In other words,
fly around his thermal, not through it. This allows him to concentrate less
on you and more on his own job of flying.
But what if you want to enter a thermal already occupied by another pilot?
Rule #1. HE HAS THE RIGHT OF WAY.
Rule #2. HE HAS PRIORITY OVER AIRSPACE WITHIN HIS PROJECTED CIRCULAR PATH AT AND NEAR HIS ALTITUDE.
Rule #3. IT'S YOUR JOB TO ENTER HIS THERMAL IN A SAFE AND COURTEOUS MANNER.
When at similar altitudes, learn to enter another pilot's thermal on nearly
the opposite side of his circle. Exactly opposite isn't as safe because each
pilots' view of one another is blocked by their lower wing. Entering too close
to the other pilot's tail forces him to rubberneck well behind his wing to
see you. If you enter too close to his nose, you'll be forced to do the same.
This also makes it hard to scan for other pilots who also might be trying
to enter the thermal. The perfect position to enter the thermal allows each
of you to maintain eye contact while looking in front of your lower leading
edge. It's difficult to maintain this position in choppy thermals, but the
better you get at it the more confident you will be when sharing thermals
with other, and the more confident they will be when thermalling with you.
Three or more gliders in a thermal at the same altitude is not
a very safe or comfortable situation. Unless you are experienced in this situation,
avoid it like the plague. Since it's likely all three pilots cannot see each
other all the time, it's absolutely crucial that each pilot maintain consistent
airspeeds and bank angles. Sudden and unpredictable changes in anyones flight
path could spell instant disaster.
More often than not you will enter an occupied thermal below or above another pilot. Cherish this short lived moment, for soon one of 3 things may happen. Either the other pilot will climb to your altitude, you will climb to his, or, you guessed it, someone else will enter your thermal. Remember that if someone is climbing from below and getting closer, he has restricted vision of what lies above and therefore has the right of way. If you are thermalling above an approaching pilot, widen your circle and allow him to climb through. You can always re-enter the thermal again after he is above you. It may hurt your pride to do so, but it's a whole lot classier than screaming at the other guy as if it's his fault.
INCOMPATIBLE THERMALLING TECHNIQUES
Flying in crowded conditions demands compatibility with other pilots and cooperative
thermalling techniques. Try to maintain concentric circles even if this results
in a slower climb rate. Avoid sudden bank angle and airspeed changes that
may momentarily increase your rate of ascent. Rolling in or out in a "sudden
pop" may take you up a litter quicker, but the other pilots in that thermal
won't appreciate your unpredictable actions.
UNCLEAR SIGNALS
Unclear signals are perhaps the most common errors made by pilots on crowded
days. Although your glider is probably not equipped with turn signals, or
a horn, you do have several devices at your disposal which can give clear,
precise, signals of your intentions. Remember, it is not enough that you know
where you are going. Other pilots must also be able to predict your actions
if they are to comfortable flying with you. Clear :signals" of your actions
are often nothing more than plenty of eye contact and well planned, predictable,
maneuvers. When possible, make direction changes during periods of eye contact
with your neighboring pilot, and avoid them when your are obstructed from
his view. Turn your head toward the other pilot so that he will see your full
face and know that you are looking directly at him.
CLEAR YOUR TURNS PROPERLY
Thermalling in a "gaggle" is a full-time job, requiring 100% concentration
on right of way, etiquette, and the airspace around you. If your skill level
as a pilot requires all of your concentration just to stay aloft, then you
won't have enough of that precious concentration left over to insure against
a mid-air collision. Remember, priority #1 is safety, staying aloft comes
second.
The best way to evolve into flying in crowds is first to develop your thermalling skills well away from the maddening crowds. On crowded days this may mean out towards the l/z or at other less popular thermal sources such as the "volcano". Windsports offers free ground school instruction as well as reasonably priced advanced thermalling lessons. Only after you have learned to stay up without exercising a great deal of concentration should you attempt to thermal close to other pilots. The "buddy system" is a good way to polish some of these techniques. Make arrangements with a qualified pilot who is willing to fly with you in the same thermal and critique your performance and right of way skills. This way you will be able to spend your time developing you skills safely as well as efficiently.
FEAR OF FLYING TOGETHER
Since sites like Kagel Mtn. appeal to novice, intermediate, and advanced rated
pilots, it is common to find all of the above thermalling in the same vicinity.
The novice and intermediate pilots, hesitant to enter the crowded areas, often
practice their thermalling technique away from the crowded areas; something
I'm sure we all agree is a good idea. A problem arises when these pilots find
the courage to venture cautiously into the more populated airspace.
Intimidated by the crowds, these pilots often experiment by
easing their way into the congested thermals. They linger just off-stage,
and slip into the "pack" every now and then to have a go at thermalling
with others. This is a particularly dangerous practice. The only thing worse
than 10 pilots in one thermal is 9 pilots in the thermal, with one pilot darting
in and out of the action. There's no middle ground here. You're either in
the thermal with everyone else, or you must remain completely away, in an
uncrowded area. Again, the best way to learn to thermal with others is with
instruction, the next best way is with the "buddy system".
As you can see, thermalling in crowded conditions is far more complex than thermalling alone. To do do requires knowledge, skill, technique, and a willingness to cooperate. Pilots strong in these areas are no doubt the safest and easiest pilots to fly with. Practice these skills and you'll earn the respect of others and you'll find yourself welcome in even the tightest of circles.
SHGA 2 METER FREQUENCY 147.555 MHz
Before going flying, it is important to know that the weather
conditions will be safe for you to fly. Pressure systems, storms and high
winds can have an effect on safe flight activities. Wind and weather is an
ever changing phenomenon. What was considered safe flying conditions when
one launches, may very well change to unsafe flying conditions in the minutes
and hours of your flight.
Learning about the weather is a must for every hang glider pilot.
Windsports lists as required reading a very good book authored by Dennis Pagen.
It's titled "Hang Gliding and Flying Conditions", and it is available
in our Soaring Center.
Some inexperienced pilots choose to rely on the knowledge and
experience of others when judging when to fly. Relying on others is a good
idea ONLY WHEN you are certain they have knowledge and experience in this
area, and only if you are sure the conditions will remain constant.
Fortunately, summer flying conditions in southern California are fairly predictable.
Most summer days have light winds and little turbulence in the morning and
late afternoon hours when the sun is low. When the sun is high, conditions
are ripe for strong thermals and associated strong turbulence. During these
hours, even novice rated flying sites can have dangerous flying conditions
for novice and intermediate pilots. Sites such as Kagel Mtn. and Pinecrest
Air Park (Crestline) require that novice rated pilots fly after 4:00 pm during
summer months.
The desire to fly and the confidence that you can handle gusty,
turbulent conditions is not enough to insure your safety. The ability to safely
fly in strong conditions can be measured only by your flight experience as
measured by the USHGA rating procedures. Any other measurement is meaningless.
It is important that you understand your limitations and the restrictions
placed upon your pilot skill level by your instructor and the USHGA.
Winter and springtime hang gliding requires much more attention to the weather. Pressure in the atmosphere changes rapidly during these months, causing storms, strong winds, and abrupt changes in the wind direction. It is very important during these months that you check the flight conditions and weather forecast each and every day that you fly. the numbers listed above can help you in your determinations. In addition, we recommend you consult with your instructor, or experienced USHGA Observers at the flying site before flying during these months.
HOW TO OBTAIN A GOOD WEATHER BRIEFING
Here are some "tips" on how to get a good weather
briefing. The procedures described in this article should complement other
available sources of weather information such as local newspapers, National
Weather Service radio broadcast weather, and local television weather broadcasts.
The "Anatomy" of a Good Weather Briefing
A good weather briefing starts with developing an awareness
of the overall "big picture" before attempting to get a detailed
weather briefing. At many locations, you can learn about the big picture by
utilizing the simple and readily available weather sources listed above. After
developing the big picture, you are ready to telephone the nearest FAA Flight
Service Station for a personal weather briefing..
In a telephone book, look under United States Government/Department of Transportation/Federal
Aviation Administration? Flight Service Station. Make sure your planned route
of flight is worked out as well as your desired flight time and desired flight
altitudes before you make the telephone call.
A universal toll-free number for Flight Service Stations (FSS) has been established by the FAA for your use. In areas of the country where this system is operational, you can dial 1 800 WX BRIEF (1-800-992-7433) and you will be switched automatically to the FSS or automated flight service station that serves the area from which you are calling. When you reach the FSS, you will be answered by a briefer. If you are connected to one of the automated FSS's, you will be answered by a recorded announcement which includes the name of the facility, followed by instructions for both touch-tone and rotary dial telephone users. Touch-tone users can elect to talk to a briefer or any of the direct-access services, or can select a menu which identifies those services and the associated access codes for each. The direct-access services available from an automated FSS are recorded weather and aeronautical information . If you are using other than a touch-tone telephone, you will be switched automatically to a briefer who will provide the information desired; or, if requested, can connect you to one of the direct-access services.
So that your preflight briefing can be tailored to your individual
needs, give the briefer the following information
- Your qualifications, e.g., student hang glider pilot, or hang glider pilot.
- The type of flight contemplated - VFR (Visual Flight Rules),
- The type of air vehicle - hang glider.
- Your departure point - approximate launch location, relative to the nearest
general aviation airport.
- Your proposed flight route - either local flight within an estimated radius
of your departure point or your cross country flight route. For cross country
flights, be sure to note intermediate airports or towns along your anticipated
route. This will allow the briefer to give you the most accurate weather information
as well as look for any important NOTAM's (Notices to Airmen) that might be
along your flight route.
- Your anticipated destination.
- Your desired flight altitudes.
- Your estimated time of departure (ETD).
- Your estimated time flight time.
Request that the briefer provide you with a standard weather briefing. Then LISTEN carefully to the briefer and jot down what he has to say. Try to write quickly and abbreviate whenever possible. The briefer will be following procedures and phraseology used by FAA personnel providing flight services. The briefer will advise you of any adverse conditions along your proposed flight route. When a VFR flight is proposed and actual or forecast conditions make VFR flight questionable, the briefer will describe the conditions and may advise you that "VFR flight is not recommended." If this occurs, or if you feel that the weather conditions are clearly beyond your capabilities or that of your glider or equipment, you should consider terminating the briefing. This will free the briefer to handle other incoming calls.
The briefer will summarize weather reports and forecasts. After
the conclusion of the briefing, if there is anything that you do not understand
about the weather briefing, let the briefer know.. If terminology is used
that you don't understand, ask the briefer to explain it. A briefer who talks
too fast should be asked to speak more slowly. The amount of detail in your
weather briefing will depend upon how complicated the weather situation really
is. Remember, if the weather situation really is "iffy", expect
- and insist upon - a complete standard briefing. It is your prerogative as
a pilot to do so.
Standard Preflight Weather Briefing
At a minimum, your standard briefing will include the following elements in the following order. You may find it helpful to develop a sketch pad or note paper with the following columns or categories.
- Adverse Conditions - Significant meteorological and aeronautical
information that might influence you to alter your proposed flying location
or even cancel your flight entirely (e.g., thunderstorms, icing, turbulence,
low ceilings or visibilities, strong winds or wind shear). Expect the briefer
to emphasize conditions that he/she thinks are particularly significant, such
as thunderstorms, wind shears, or frontal zones.
- Synopsis - A brief statement as to the cause of the weather, or a brief
overview of the weather in your area.
Current Conditions - When your proposed time of departure is within 2 hours,
a summary of the current weather, including PIREP's ( General Aviation Pilot
Reports of flying conditions in your area)/
- En Route Forecast - Expect the briefer to summarize forecast conditions
along your proposed route. There's a good chance that the briefer will be
inexperienced with hang glider flight and will give you weather and wind forecasts
for a singular altitude he thinks you will be cruising at during your flight.
It is useful to request winds at all altitudes up to 12,000 ft., or even 18,000
ft. for cross-country flying in some areas. For cross country flights, it
is also a good idea to request an additional Terminal Forecast for any airport
along your route that you think would be helpful Be sure request this information
after the briefer completes the standard briefing.
- Destination Forecast - The destination forecast for your planned ETA will
be provided, including any significant changes within 1 hour before and after
your planned time of arrival.
- Winds Aloft - The briefer will summarize forecast winds aloft for the proposed
route. Temperature information will be provided on request.
- Notice to Airmen (NOTAM's) - "Current" NOTAM's pertinent to your
proposed rout of flight will be provided. However, information of military
training routes and military operations areas (MTR's & MOA's) , along
with PUBLISHED NOTAM's and Special Notices, must be specifically requested.
Summary
The Standard Preflight Briefing
Your preflight weather briefing by telephone should include:
· Adverse conditions
· Synopsis
· Current conditions, including PIREP's
· En route forecast
· Destination Forecast
· Winds aloft forecast
· NOTAM's
Don't forget - first give the briefer the flight information needed to compile a good briefing; then listen to the briefer. Ask questions if you don't understand or need more information.
Abbreviated Preflight Briefing
Request an Abbreviated Briefing when you need information to supplement mass disseminated data, update a previous briefing, or when you need only one or two specific items. Provide the briefer with appropriate background information, the time you received the previous information, and/or the specific items needed such as updated winds aloft forecast.. You should indicate the source of the information already received so that the briefer can limit the briefing to the information that you have not received, and/or appreciable changes in meteorological conditions since your previous briefing. To the extend possible, the briefer will provide the information in the sequence shown for a Standard Briefing. If you request only one or two specific items, the briefer will advise you if adverse conditions are present or forecast.. Details on these conditions will be provided at your request.
Outlook Briefing
You should request an Outlook Briefing whenever your proposed flight time is 6 or more hours from the time of the briefing. The briefer will provide available forecast data applicable to the proposed flight. This type of briefing is provided for planning purposes only. You should obtain a Standard Briefing prior to your flying activities in order to obtain such items as current conditions, updated forecasts, winds aloft and NOTAM's.
Conclusion
Determining safe flying conditions is skill required of pilots of every type of aircraft. Like all skills, it must be learned, and for learning to take place, the skill must be practiced. Hopefully, the information above will encourage and allow you to begin to better practice the important skills of determining safe flying conditions, and to develop those skills to the degree necessary to provide you with many years of safe, rewarding, hang gliding flights.
Explanation of Novice Skills Requirements
Effective Equipment
Storage in Windy Conditions: (Dockweiler Beach)
Skills Measured:
Description of Task:
In winds greater than 10 mph, student will demonstrate ability to maintain
full and effective control of the glider in the following situations...
a. post landing, unhooking and removing glider from landing area.
b. post assembly, turning the glider into the wind and carrying glider
to launch position.
c. pre-disassembly, returning the glider to a safe position for disassembly.
Evaluation: Pilot should perform the above tasks. Tasks shall be completed
quickly, smoothly, without assistance and without unnecessary struggle.
Effective Ground
Handling In wind: (Dockweiler Beach)
Skills Measured: Ability to safely control the glider on the ground in
windy conditions.
Description of Task: In winds at or near 15 mph while hooked in launch
position, student shall maintain complete control of glider for extended
periods.
Evaluation: Hooked in and with the glider positioned in launch position,
student shall maintain effective control over the glider for extended
periods without assistance. Hands should be low on downtubes with light
tough, wings should remain in balance, pilot should refrain from looking
up at noseplate and down at ground. Ideally, the glider should be flying
smoothly and providing a constant amount of lift to the pilot.
No Wind Launches:
(Dockweiler Beach)
Skills Measured:
Description of Task: In winds less than 3 mph, shall smoothly accelerate
the glider to flight speed while maintaining a constant angle of attack
and a smooth transition to flight.
Evaluation: Acceleration should be smooth, angle of attack and glider
angle should remain constant. Hands should maintain light touch on the
controls, and low on the downtubes. Body fully upright, landing gear directly
below, and eyes to remain on target during launch and flight
15 MPH Launches:
(Dockweiler Beach)
Skills Measured: Simulating gusty conditions, this task measures the ability
to safely launch and prevent turbulence and gust induced stalls in moderate
winds.
Description of Task: In winds at or near 15 mph, shall smoothly accelerate
the glider to at least L/D speed during the run, liftoff, and flight.
Flight to maintain course +- 5 degrees.
Evaluation: Acceleration should be smooth, angle of attack should be reduced
during run, liftoff, and flight to maintain protection against turbulence
induced stalls. Course to remain +- 5 degrees. Hands should maintain light
touch on the controls, and low on the downtubes. Body fully upright, landing
gear directly below and eyes to remain on target during launch and flight
Cross Wind Launches:
(Dockweiler Beach)
Skills Measured:
Description of Task: Choosing a launch and departure direction that is
at least 30 degrees cross to the wind, student balances wings in the necessary
direction while performing a smooth controllable launch to the desired
cross-wind course. Winds should exceed 5 mph for this task. Run and flight
direction to remain +- 5 degrees of course.
Evaluation: Roll should be in balance prior to run. Course line to be
held within +- 5 degrees. Hands should maintain light touch on the controls,
and low on the downtubes. Body fully upright, landing gear directly below,
and eyes to remain on target during launch and flight
Shallow Slope
Launches: (Dockweiler Beach)
Skills Measured: Shallow slope launch technique
Description of Task: Choosing a slope slightly steeper than maximum glide
angle for the glider and flight conditions, pilot shall smoothly accelerate
to a safe flight and smooth controllable landing within +- 5 degrees of
course line.
Evaluation: Smooth acceleration to flight speed, while holding course
line. Hands should have a light touch on the lower downtubes. Eyes should
be up on course. Pilot shall remain fully erect during entire launch and
flight and legs must remain directly under pilot during entire flight.
Full Flare Landings:
(Dockweiler Beach)
Skills Measured: The ability of the pilot to safely land the glider on
terrain that prevents running.
Description of Task: In winds less than 3 mph, pilot shall approach landing
and rapidly flare the glider in a manner that prevents any altitude gain
while at the same time bringing the craft to a full stop within 2 steps.
Evaluation: Pilot should not be looking down, body should be fully upright
with legs directly underneath. Hands should have a light touch on the
downtubes
Cross Wind Landings:
(Dockweiler Beach)
Skills Measured: Ability to maintain constant crosswind course through
final approach and landing.
Description of Task: Pilot to smoothly fly and land while maintaining
a course that is at least 45 degrees to the wind.
Evaluation: Final 5 seconds of flight and entire landing must not drift
off a course line that is at least 45 degrees to the wind line. Landing
must be smooth, on the feet and in control. Wings should remain level
throughout flare. Body should remain upright, legs directly below pilot
and hands with a light touch.
Minimum Sink Flight:
(Sylmar Flight Park or Dockweiler Beach)
Skills Measured: Ability to comfortable and precisely slow the glider
to minimum sink angle of attack and smoothly increase to normal airspeed
while maintaining a precise heading and avoiding stalls.
Description of Task: (Tandem with instructor) While holding a steady heading
in the prone flying position, pilot shall begin at trim airspeed and gently
slow the glider to minimum sink airspeed while keeping heading within
+- 5 degrees.
Evaluation: Airspeed must reach minimum sink. Heading to remain within
+- 5 degrees. No evidence of gentle stalls.
Flight At L/D
Airspeeds: (Sylmar Flight Park or Dockweiler Beach)
Skills Measured: Ability to comfortably and precisely accelerate the glider
from trim airspeed to Best L/D airspeed while maintaining a precise heading.
Description of Task: (Tandem with instructor) In prone flight, pilot shall
begin at trim airspeed and gently accelerate the glider to Best L/D airspeed
while maintaining a heading +- 5 degrees. (Dockweiler Beach) This task
requires that the pilot has already demonstrated Hand Transfers and body
position changes at the Dockweiler Beach site. In wind of 12-15 mph, pilot
launches, smoothly assumes prone flight and maintains Best L/D airspeed
before returning to upright flight for the landing.
Hand Transfers/ Body Position Changes: (Sylmar Flight Park or Dockweiler Beach) Skills Measured: Ability to precisely control the glider when transitioning to and from the upright flying position. Tandem with instructor. Pilot will smoothly transition from the upright flying position (as used during the launch) to the prone flying position (with hands on the basetube) while maintaining a constant airspeed and heading.
Hang 3 (Intermediate) study guide topic list.
|
Recommended Reading:
|
|
Topics:
|