Beginning CrossCountry

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Beginning Cross-Country

• Dean Carswell

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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

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Beginning Cross-Country

• 4. The first cross-country flight
• Navigation
• Cross-country techniques
• 5. SAFETY paramount must be first concern
  throughout

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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

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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?

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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
• Whats 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

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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 doesnt know that you have to get
  from A to B, rather than back to A it responds
  exactly the same, either way

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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

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Prerequisites

• Skills
• Thermalling
• Accuracy landing
• Off-field landing
• How do you acquire these?

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Thermalling

• Goal is to enter efficiently and climb quickly
• Many methods some apparently contradictory
• Which one is best?
• The one thats simple, and works for you
• If you havent found one, try Wanders The Art of
  Thermalling Made Easy

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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
• Whats that?
• See http//soaringsafety.org/dl/Cross-CountryHandb
  ook.pdf - Annex D on page 65

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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

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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

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Practical Thermalling Hints

• Dont 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, dont 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

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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?

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Accuracy Landings

• Lets look first at where we want to be
  touchdown just beyond the aiming point/reference
  point on the airport/farmers 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

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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

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• 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?

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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.

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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?

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Accuracy Landings

• The dip angle is the Angle between (1) an
  imaginary line drawn from the pilots 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.

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Accuracy Landings

• Lets 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.

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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.

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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

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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.

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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.

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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

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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!

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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

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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!

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7 Ss Criteria for Field Selection

• Surface wind
• Size
• Shape
• Slope
• Surface
• Surroundings
• Stock

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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

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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

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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

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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

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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

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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) IM SAFE check

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IM SAFE

• Illness
• Medication
• Stress
• Alcohol
• Fatigue
• Familiarity
• Eating

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Flight Planning

• Weather FAA TV online resources expert help
• Airspace TFRs, other restricted airspace
  avoidance or legal/safe penetration
• CURRENT chart even if GPS

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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

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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

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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

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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

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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

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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

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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

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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 gliders
  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 M3

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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

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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

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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 arent necessarily dont 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

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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

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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

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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?