Emergency Exit

Not to change Dave's thread on leaving the Arcus, I was intrigued by
Francois' mention of the slippery cockpit floor in the front cockpit of
the Numbus 4DM.Â* I've noticed that in most single seaters I've flown and
I'm happy to say that my Stemme is fully carpeted to the forward
bulkhead which makes for better traction when climbing out. It still
takes a lot of upper body strength and, at 70 years old, I'm working out
3 days per week to try to keep some of that.

Everyone, please make every exit after a flight a simulated exit. Locate
those jettison handles, but don't actuate them.Â* Raise the canopy
normally and then bail out.Â* Release that belt, rise up, and roll over
the side.Â* You should have enough slack in oxygen and water hoses to not
stretch them.Â* But please practice!
--
Dan, 5J

At 14:39 27 June 2018, Dan Marotta wrote:
Not to change Dave's thread on leaving the Arcus, I was
intrigued by
Francois' mention of the slippery cockpit floor in the front
cockpit of
the Numbus 4DM.Â* I've noticed that in most single seaters
I've flown and
I'm happy to say that my Stemme is fully carpeted to the
forward
bulkhead which makes for better traction when climbing
out. It still
takes a lot of upper body strength and, at 70 years old, I'm
working out
3 days per week to try to keep some of that.

Everyone, please make every exit after a flight a simulated
exit. Locate
those jettison handles, but don't actuate them.Â* Raise the
canopy
normally and then bail out.Â* Release that belt, rise up, and
roll over
the side.Â* You should have enough slack in oxygen and
water hoses to not
stretch them.Â* But please practice!
--
Dan, 5J

Or, of course, you could just fly a DG with their NOAH
system? It seems a pity that more manufacturers do not
offer NOAH given the age of many pilots...
I had one in a DG808C and although I never had cause to
use it I miss it.
Dave W

Remember that if you still have an elevator, you may still be able to use negative G to get out of the glider: Jettison canopy, unstrap, the push the stick forward HARD and you should pop right out. If you have time you could even run the trim full forward.. ;^)

Might not work in a spin, but would probably work well in a wind-up hi-speed spiral.

Used a lot during WW2, there is even gun camera film of pilots "popping" out of their cockpits while under attack.

Kirk

Dan,

As you said, "Not to change Dave's thread on leaving the Arcus," On every flight, we have training opportunities.

I like your comment to make "every exit after a flight a simulated exit."

In that light, every release from tow can be a simulated PT3 maneuver.

Raul Boerner
DM

On Thursday, June 28, 2018 at 8:49:32 PM UTC-4, wrote:

In that light, every release from tow can be a simulated PT3 maneuver.

First step in PT3 is to push stick forward, then AFTER establishing stable airspeed, initiating a steep turn. People stall-spin on PT3 because they initiate the turn before establishing stable airspeed.

Pushing the stick forward after pulling the tow release, and before initiating the turn, is asking for trouble.

"Pushing the stick forward after pulling the tow release, and before initiating the turn, is asking for trouble."

You just contradicted yourself. What are you suggesting? Pull the stick BACK and then initiate a turn? Put the bong down.

An excellent idea!

On 6/28/2018 6:49 PM, wrote:
Dan,

As you said, "Not to change Dave's thread on leaving the Arcus," On every flight, we have training opportunities.

I like your comment to make "every exit after a flight a simulated exit."

In that light, every release from tow can be a simulated PT3 maneuver.

Raul Boerner
DM

--
Dan, 5J

On Thursday, June 28, 2018 at 8:15:54 PM UTC-5, son_of_flubber wrote:

First step in PT3 is to push stick forward, then AFTER establishing stable airspeed, initiating a steep turn. People stall-spin on PT3 because they initiate the turn before establishing stable airspeed.

Pushing the stick forward after pulling the tow release, and before initiating the turn, is asking for trouble.

Huh? If you think of flying as pushing and pulling on the stick (unless doing aerobatics) you are already setup for a problem at some time in the future. Pressure, dude, pressure...

Establishing the appropriate airspeed after a release on tow may require lowering the nose (slow tow behind an Agcat), or raising the nose (the towplane loses his engine and starts going down before you release). Neither response requires any pulling or pushing, just using pressure on the stick to establish the appropriate angle of attack (nose position) to initiate a turn..

Rote responses to emergencies are not always the best solution - even a PTT at 200 ft gives you plenty of time to figure out what to do and do it right - not just blindly shove the controls around!

Next time you get a tow, brief the tow pilot to reduce power at the top of the tow (simulating engine failure), lower his nose to descend at glide speed, then rock you off - it is a LOT different from the usual release during a stabilized climb at normal tow speed. Also a good time to brief and practice open spoilers (at safe altitude) with towplane rudder waggle response..

Plus it's fun!

Kirk

On Wednesday, June 27, 2018 at 5:15:06 PM UTC+1, Dave Walsh wrote:

Or, of course, you could just fly a DG with their NOAH
system? It seems a pity that more manufacturers do not
offer NOAH given the age of many pilots...
I had one in a DG808C and although I never had cause to
use it I miss it.
Dave W

Were there any downsides to the NOAH system in day to day use of the glider - comfort, thickness of the inflatable bag, space for the gas cylinder (I presume there is a cylinder) etc?

John Galloway

At 16:13 29 June 2018, wrote:
On Wednesday, June 27, 2018 at 5:15:06 PM UTC+1, Dave
Walsh wrote:

Or, of course, you could just fly a DG with their NOAH
system? It seems a pity that more manufacturers do not
offer NOAH given the age of many pilots...
I had one in a DG808C and although I never had cause
to
use it I miss it.
Dave W

Were there any downsides to the NOAH system in day to
day use of the glider
- comfort, thickness of the inflatable bag, space for the gas
cylinder (I
presume there is a cylinder) etc?

John Galloway

No, no downsides to the system in daily use. There is one
extra cable to the pilots seat harness buckle; not really a
problem. There is also the "bag", un-inflated of course,
beneath the seat cushion, again no problem. In use this bag
is inflated by a gas bottle permanently fixed to the airframe
(in the DG it's behind the seat/oxygen bottle). The whole
system just requires the pilot to pull one handle.

There are of course maintenance and inspection costs, I
think the tank and the bag have a 10 year life?

In the unlikely event the pilot activates the system without
jettisoning the canopy the bag deflates. Plenty of detail and
videos on DG's website; just search NOAH.

The DG8800 designs have low cockpit walls. Some gliders
have significantly higher cockpit walls; I'd rate the rear seat
of a DuoDiscus as significantly more difficult to get out of
than a DG800; the front Duo seat is more difficult too.

For the older pilot I think NOAH might be a life saver.

Dave W