Marc Ramsey wrote:

I don't blame tow pilots for anything. I just don't like the signal.
It's too easy for that small percentage of us (like me) that when
anticipating a particular signal, will occasionally misread the signal
that was provided as the one that was expected. I really appreciate a
tow pilot who allows for the failings of us bozos at the other end.

The rest of you, of course, are absolutely perfect, never get confused,
do your checklists 100% perfectly every time, always wear clean
underwear, etc., and if someone screws up at what you can do so
perfectly, it's their own darn fault....


I think that is not the point at all, Marc. Any of us can make a
mistake. I understand the human propensity to see what one expects to
see. I have made similar errors, of course. But if many glider pilots
can be expected to get the signals wrong--to react to what they expect
rather than what they actually see--then the sport needs better
training/checking/briefing right across the board.

And yes, when I screw up that which you do so perfectly it is not your
fault, but we have arrived at a common simple solution for the
mis-configuration signal. If the rudder-waggle signal is being
misinterpreted, what signal would you suggest we use to replace it?
Would using no signal be better? Would a radio call be better, requiring
that radio installation be mandatory in all gliders and that a radio
check be accomplished prior to every takeoff? Another F-ing American
Rule? Just what would be a more elegant solution than the simple
rudder-waggle founded upon responsible and regular
training/checking/briefing of glider communication techniques?

The kind of error that we are talking about comes from a lack of
experience, familiarity, currency--call it what you will. If we are so
nervous in the aircraft that we are spring-loaded to do something even
if it's wrong, then does that tendency show up only with regard to the
glider-configuration warning signal, or is it perhaps also likely to
show up in any and every phase of the operation, from assembly to
preflight to launch and right through the flight and on to disassembly?
Can we actually be trusted anywhere near these deadly glider-things?

If you believe that you or the pilots with whom you fly are likely to
react improperly to the rudder-waggle signal, what have you been doing
about the problem, and what results have you seen?


Jack