Mid-Air Collisions

One more thought about Mid Air Collisions.

Next time you are belting along under a cloud street
at 90 - 100 Knots plus.

How far away will the other glider be, doing the same
thing in the opposite direction, when you see it, and
how long have you got to make the right decision with
a closing speed of 200 knots!!!!!!!

At 09:54 16 April 2004, Tom Rent wrote:
I'm sure almost every RAS reader has read every word
of Paul's account
because we all have been in the same situation numerous
times and could see
the same thing happen to us at any moment.

I have a lot of soaring books but it is interesting
that little is written
or formally taught about this aspect of soaring. Outside
of the basic rule
of gaggle flying in the same direction as others, I
think we need a stamdard
protocol for any proximity or formation flying which
we all rouinely do.
Outside of stall/spin in the pattern, mid-airs during
proximit/formation
flying (including gaggles) is likely the next most
dangerous situation we
activily place ourselves in.

1. What is the safest way to enter a gaggle, and what
are the most unsafe
ways?
2. If you lose sight of another glider that you are
gaggling with, should
you keep thermalling or head away? (assume no radio
available)
3. What is the safest way to exit a gaggle, and what
are the most unsafe
ways?
4. Pair flying - best practices and worst practices
....?


Let's express our best ideas here and perhaps this
too will save lives.

I do know that these recent events have caused members
of our local club to
immediately begin studying our local methods and habits,
which I think this
activity will result in some pretty healthy positive
changes.

There's a lot that can be written about gaggle flying, (And I hope will be.)
but I'd like to cut to a small part of it. Thermaling with one other
glider.

If the other pilot is highly skilled, this can be a very beautiful
experience. Two pilots who really know the techniques will position
themselves on opposite sides of the circle from each other while flying at
the same bank angle and airspeed while maintaining the same center. The
other glider will seem to hang motionless in mid-air 300 feet away as the
world whirls about. Eye contact is maintained between the two pilots.

It always surprises me when I hear objections to this like, "it's dangerous
to be that close to another glider, it scares me". In fact, this is the
safest configuration to be thermaling with another glider. There's just no
way that a collision can occur if this formation is maintained. Each glider
is on a reciprocal heading and separated by 300 feet or more. Either glider
can roll out and fly away at any time and the separation will increase.

In addition, the other glider is a far better indication of lift than any
vario. If he climbs in relation to you, then the circle needs to be moved
that direction. To make that move and maintain the relative position of the
gliders, he will not make a correction, that is up to you. He knows that
you saw him climb and that you will move the circle towards the lift, he
will follow. Roll out on a heading towards where you saw him climb, fly for
three seconds and roll back in and he will do the same and the formation is
maintained even as it is shifted toward the stronger lift. If you are the
one that hits a strong core, wait for the other pilot to make a move, then
follow.

All to often, I see the other glider roll out when he hits the core of the
thermal. This is a really dumb move since he in now flying directly away
from the best lift. Now, if I want to maintain the formation, I will have
to fly out of the thermal with him. Or, timid pilots will simply move away
one circle diameter and try to work the broken lift there. Now you meet him
head-on once every turn while losing sight of him in between - this IS
dangerous.

I recently saw four gliders at the same altitude flying a "four leaf clover"
pattern. They all met at intersecting angles each turn. I didn't enter
that gaggle.

So, the point of the above ramble is that not only should you turn in the
same direction as the other glider, also turn about the same center point.

Bill Daniels

"Trevor Nash" wrote in message
...
One more thought about Mid Air Collisions.

Next time you are belting along under a cloud street
at 90 - 100 Knots plus.

How far away will the other glider be, doing the same
thing in the opposite direction, when you see it, and
how long have you got to make the right decision with
a closing speed of 200 knots!!!!!!!

At 09:54 16 April 2004, Tom Rent wrote:
I'm sure almost every RAS reader has read every word
of Paul's account
because we all have been in the same situation numerous
times and could see
the same thing happen to us at any moment.

I have a lot of soaring books but it is interesting
that little is written
or formally taught about this aspect of soaring. Outside
of the basic rule
of gaggle flying in the same direction as others, I
think we need a stamdard
protocol for any proximity or formation flying which
we all rouinely do.
Outside of stall/spin in the pattern, mid-airs during
proximit/formation
flying (including gaggles) is likely the next most
dangerous situation we
activily place ourselves in.

1. What is the safest way to enter a gaggle, and what
are the most unsafe
ways?
2. If you lose sight of another glider that you are
gaggling with, should
you keep thermalling or head away? (assume no radio
available)
3. What is the safest way to exit a gaggle, and what
are the most unsafe
ways?
4. Pair flying - best practices and worst practices
....?


Let's express our best ideas here and perhaps this
too will save lives.

I do know that these recent events have caused members
of our local club to
immediately begin studying our local methods and habits,
which I think this
activity will result in some pretty healthy positive
changes.

Trevor Nash wrote:
One more thought about Mid Air Collisions.

Next time you are belting along under a cloud street
at 90 - 100 Knots plus.

How far away will the other glider be, doing the same
thing in the opposite direction, when you see it, and
how long have you got to make the right decision with
a closing speed of 200 knots!!!!!!!

I t looked like about a quarter mile. But we were each only doing
80-85kts. Maybe 100 yds closest approach.
Something to keep in mid while flying in mountains (this was just north
of Salida, CO), white gliders with clouds, mountains, and snow behind
them are really wearing camouflage.

Shawn
Been there done that. Not my idea of fun.

I see that Europeons use a lot of anti-collision markings on
their sailplanes. I don't know if it's a requirement over there
but it seems like a good idea. Is there a reason why U.S. glider
owners resist this trend. Thanks, __Mike Ziaskas

In some recent testing by the BGA it appears that, if anything, anti
collision marking may actually make aircraft less easily noticable.

Most of the midairs that we have seen recently have been between sailplanes
that knew there was another aircraft in close proximity before the collision
happened and in several cases have been between sailplanes actively involved
in 'cooperative flying'. When two 'non-cooperative' pilots happen to end up
sharing a thermal they tend to do so with a very high degree of caution
about each others actions. When cooperative flying gets going it appears to
me that a degree of familiarity or complacency creeps in.

It appears to me that the guidance emerging here seems to be 'assume
nothing, if you loose sight of the aircraft you know to be close by, talk
quickly to clarify the sitation whilst increasing your seperation safely'.
Perhaps safe cooperative flying does need a much higher level of
communication. Perhaps pilots flying cooperatively should carrry FRS radios
to allow them to chatter continuously. As one poster has already noted,
cooperative flying is a form of advanced formation flying with continuous
formation breaks and reformates and without much of a plan. In that
situation you have to know what you are up to, what the other pilot is doing
and the actions to take when the script gets lost! I remember a talk given
by a member of a top formation aerobatics display team in which he said that
once an aircraft in the formation was not where it was expected to be, when
it was supposed to be there, the only option was to break away and resync
the whole operation.

I have witnessed 2 mid-airs, thankfully with only one fatality amongst my
fellow pilots. Both were in non-cooperative flying. Both could possibly
have been avoided by better observation.

Ian