Ridge Testing!

After we release over the ridge, the next crucial step is to test out the soaring conditions. We are primarily interested that the thermals are working and that the wind strength and direction should make the ridge work nicely.

We often try to find a thermal right off of tow. This works well as it gives more time to assess the conditions and gives us confidence that we can find a thermal later when we want to get back home. If we find that the conditions don’t look all that solid below us, we will often take this thermal up to cloudbase and fly the rest of the day in the thermal band! As we thermal, we note the wind strength and wind drift as the thermal takes us a couple turns downwind of where we started.

Next, we compare our drift to wind markers at ridge top. At Blairstown, the Upper Reservoir is an excellent wind indicator. You could also look at the steam plume rising off of powerplants, flags, and trees dancing at ridge top.

With some experience, you will be able to look at these wind markers and use them to accurately estimate wind strength.

You could also pay attention to your crab angle on the straightaways; the more you must crab, the stronger the wind.

Ideally, you want to see the wind strength above ridge top be somewhat greater than at the surface. If you don’t have that wind gradient, then the top of the ridge band might get cut off lower than you would expect.

Normally, you want to see winds 15-25 knots at ridge top, within 30 degrees of perpendicular for the section you intend to fly.

Once you are satisfied that the thermals are working well and that the wind looks reasonably solid at ridge top, you test out the “high” band. This entails settling down to 2,400ft, checking your variometer and feeling if there are gusts coming up underneath the glider. A 1-26 will sink at ~200fpm at best glide speed. If you are in “good air”, you will be settling down only at 100fpm. Even though you might not be sustaining, this suggests that the ridge is working underneath you.

As you are settling down, you should be positioned to leave at one of the two exit points (Doc’s Thumb or Upper Reservoir). Once reach a decision point at 2,400ft MSL. If you feel confident that the ridge is working underneath you. Otherwise, you will strongly consider leaving back to Blairstown Airport. If you elect to settle down lower, you will becommitted to the field at the base of the ridge should the ridge not work.

As you settle down lower yet, you will probably feel the lift strengthing and you have to speed up to maintain the same height above the ridge. Speed up to 65-70 mph in a 1-26 and settle down as low as the ridge lift will let you go. If you get down to 100 ft or so above ridge top, you are now “down on the trees”. Sometimes, the ridge lift is so strong that you can’t get down on the trees and will still be several hundred feet above the mountain!

At this point, you have successfully tested the ridge! Now you could go and stay low and fast, or you could transition back into the higher “float” band if you prefer to avoid the beating.

The whole process can take you an hour or more to build your confidence in the conditions. Experienced pilots can judge the conditions considerably quicker and go through the process much more rapidly if they want to. However, they are still doing all of these steps; we don’t simply drive down on the ridge on a hope and a prayer.

Finding the Sweet Spot | Positioning Yourself in the Ridge Band

Ridge lift is awesome because it’s a nearly continuous lift source, so long as you have wind blowing and a mountain beneath you to push the wind up. When this happens, the lift sets up in a particular “lift band”. The best part of the band is called the “sweet spot”. This perfect position is very narrow; sometimes only one or two wingspans wide.

The sweet spot is simple to find down “on the crest”. The crest is defined abeam the top of the mountain and somewhat in front of the steep part. When you’re “down on the trees”, it’s fairly easy to find that sweet spot.

If you drift just a little bit downwind, the lift tapers off VERY rapidly. Drifting downwind is VERY bad.

Upwind of the ridge, the lift slowly weakens, but you still have good air quite a ways farther down the slope.

As a result, always err upwind rather than downwind. You can do little wrong being a little too far upwind. A little too far downwind, the lift goes away and you’re in a very bad place.

If you want to “float” higher up the ridge and get into the higher part of the lift band, you must push away from the mountain. This is because the sweet spot in the lift band moves further and further upwind as you get higher. If you get 1000ft above the mountain, the sweet spot may be as far as 1/2 mile upwind!

Common errors

  1. Failing to crab correctly- We always fly with a crosswind on ridge days. This requires crabbing upwind to maintain our position. As you slow down, swing the nose further upwind. Maintain wings perfectly level with the horizon.
  2. Holding steady pressure on rudder/ailerons- Pay attention to your controls. If you are consistently holding pressure to one side or another, the sweet spot is probably in that direction. Conversely, if you are unable to position the controls exactly neutral, you will have a much harder time finding the best part of the band.
  3. Aiming the nose down along the mountain- This is very common; pilots have a tendency to aim their eyes down along the mountain and try to align the glider accordingly. But as they do this, they end up flying at a minimum in a continuous slip. Other times, they end up drifting out of position relative to the mountain immediately beneath them.
  4. Drifting downwind- When you position yourself just a hair downwind of the lift band, the upwind wing gets pushed up because the lift is stronger upwind. This pushes you even further downwind. Pilots that get on the downwind side will then often “hunt” back and forth, tick tocking off the sweet spot and then bouncing back downwind. As we learned, the lift band is sharply defined on the downwind side and you really don’t want to be there. Instead, always err slightly to the upwind side.
  5. Gusts pushing upwind wing up- Never, ever let your wing get pushed above level with the horizon. If a gust pushes your upwind wing up, immediately correct for it and push back upwind. Don’t drift downwind!!

Returning From the Northwest Ridge Back to Blairstown Airport

Suppose you settled down lower and you felt that the ridge was not working. Or, it’s the end of the day and you want to go back home. At some point you will need to exit the ridge and make the 3.5 mile final glide back to Blairstown Airport.

The minimum altitude to leave is 2,400ft MSL at one of the ridge exit points (Upper Reservoir/Doc’s Thumb). There are several reasons the club selected this margin.

  1. In a low performance ship, you will definitely not be high enough to make a full pattern if you leave lower. Leaving at 2,400ft is marginal for a full pattern as it is and you should be fully prepared to make a non-standard approach.
  2. The lower you are, the stronger the sink. On the upwind side, the lower you get to the crest, the stronger the lift. The opposite is true on the lee side. So leaving 200ft lower may lead you to being 400 ft lower on the far side of the sink!
  3. It is hard to find the landmarks and the airport if you are lower than 2,400ft. This makes it easier for you to get lost along the way.

If you are unable to get to 2,400ft, simply land at the field at the base of the ridge.

If you’re able to thermal up higher than 2,400ft, that’s certainly better! Ideally, you would leave in a thermal at 2,900ft or higher, drifting downwind in it. This is called “coming home like a gentleman”. You will ride over the top of all the sink and turbulence and get back with plenty of energy to spare.

Situational awareness for the final glide

  1. Anticipate the sink. You may encounter severe sink on the back side of the ridge. Put the nose down and punch through it. It will eventually stop.
  2. Once you get out of the sink, trust the performance of the glider. You will have a 15-20 knot tailwind. You will be high enough to get back to the airport.
  3. Plan your approach early. Be willing to do a non-standard pattern if you’re a bit lower.


Once you decide to leave over the back of the northwest ridge, there is no turning back. You cannot change your mind 10 seconds later; you will very quickly not have enough energy to make it back to the ridge thanks to the strong tailwind pushing you along.

When you encounter the sink, put the nose down and ride it out. The sink is temporary and will go away. Even if it gets really bad, keep the nose down and drive through it.

When you get out of the sink, you will feel an acceleration as though as you hit a thermal. This is from going in strong sink to no sink. Some folks confuse this for a thermal, but don’t circle in it. Even if you’re low, keep going. You will have the airport made.

Once you get to Rt.94, plan out your approach. Are you going to do a non-standard pattern? Be prepared for a lot of sink and turbulence. Keep extra speed in the approach and follow the guidance in the Ridge Landing video.

Critical Errors

  1. Leaving lower than 2,400ft- For reasons described above, this can get you into more severe sink and very low in a scary place.
  2. Believing the sink will last forever and crashing in the Lower Reservoir- Several pilots have crashed their gliders in the Lower Reservoir when they thought they could not make it home. Even if you get flushed in the sink, it will eventually end. Ride it out and cross the hill; don’t turn.
  3. Turning in the transition from sink to no-sink- Don’t get tempted by this transition. Keep the nose down and keep going; you will make it home.
  4. Not trusting the performance of their glider- A pilot crashed a two-place ship in a field short of the airport when they thought they could not make it. Once you get out of the sink, you will have a 15-20 knot tailwind. Remember that the strong sink is temporary. Once you’re out of it, you will have the airport made.
  5. Poor approach planning- Don’t aim for the middle, don’t make a low and slow pattern. Be prepared to make a non-standard approach.

Situational Awareness after Releasing on the Ridge

Once you get off of tow, you should take stock of your situation. There are several things that can happen in the next several minutes:

  1. Find a thermal and get higher.
  2. Settle down to 2,400ft abeam one of the ridge exit points. Leave back to Blairstown Airport.
  3. Commit to the field at the base of the ridge. Get below 2,400ft and the ridge works!
  4. Settle down on the ridge. The ridge does not work and you land in the field at the base of the local ridge.

There are two ridge exit points. One is the Doc’s Thumb route, which goes over the Lower Reservoir, through a gully and lines you up with a right base for 25. The other route is abeam the Upper Reservoir, and is my preferred path. This lines you up with a left base for 7 and positions you directly with the Dairy Queen field along the way.

When you’re at 3,400ft, you should find the airport and the landmarks around it (Dairy Queen Field, Lake Susquehanna, Ball Fields) and scope out your return back home. When you get lower, it will be harder to spot these landmarks.

We also pointed out a number of important landmarks along the ridge.

  • Corn Field- Large field at the base of the ridge which is your alternate landing option.
  • Upper Reservoir- The middle of the local ridge and an excellent landmark. Also a good wind indicator; keep an eye on the waves. If there are white caps, that indicates the wind is nice and strong. Pay attention to the streaks to get a sense of the wind direction.
  • Sunfish Pond
  • Tock’s Island Golf Course- An emergency landing option
  • Delaware Water Gap- Southwest limit of the local ridge
  • Catfish Pond
  • Millbrook Powerlines- Northeast limit of the local ridge.

Note that you don’t want to fly the “high ridge” all the way to Catfish pond. Instead, you would transition to the lower “Catfish Ridge” if you were heading up to the Millbrook powerline. Beginners would normally stay on the “strict” local ridge, which goes from Sunfish Pond to the “saddle” before the upwind jump to the Catfish Ridge. We will demonstrate this in future videos.

Managing Landings on Ridge Days

Ridge days are often windy and turbulent, leading to sporty approaches and landings. You should be 100 percent on your game to deal with sink, rotor, and a strong crosswind during the approach.

As you leave the ridge, position yourself in such a way to give yourself the most options. At Blairstown we often consider making a non-standard approach (base to final for 25 or 7 instead of a full pattern) when we are returning from the ridge. Aim at the numbers instead of the middle to leave yourself this option; if you end up over the middle of the airport, you are completely committed to making a full pattern.

Do your checklist early, especially if you have a strong tailwind. The landing is going to happen quickly and will require all your attention.

When entering the pattern, maintain extra energy in both airspeed and altitude. Crab to account for the crosswind on downwind; don’t drift downwind! Keep your downwind and base legs tight up against the airport property.

Make your base to final turn with extra altitude. Account for the wind in the turn; if you have a headwind on base leg, extend a bit farther and let the wind drift you back on final.

On final, aim for the middle of the airport; don’t aim for the fence! You want to make absolutely sure you will make it on the airport property despite possible sink and wind shear along the way.

Once on final, transition into a slip for the crosswind correction. Maintain your speed all the way down to ground effect.

After you land, make an effort to clear the runway by taxiing off.

Managing the Ridge Tow

Ridge days are windy and require dealing with a gusty, direct crosswind. This can make the tow very sporty and sometimes the most challenging part of a ridge day.

In order to manage the ridge tow effectively, you must be 100 percent ahead of the glider before the tow begins. You’re completely ready for the challenge ahead.

This means the glider was perfectly prepared during pre-flight. Everything loose was stowed. When you get strapped in, you cannot be rushed. And before you give the go-ahead to the wingrunner, you should have completed your checklists and completely thought through your emergency plan. You should be in the zone as the wingrunner lifts your wingtip.

When you begin the tow, you should be ready to input crosswind corrections. In the case of a crosswind from right to left, this means left rudder and right stick. You should also keep your right wing a bit lower than level.

Once you get airborne, you will then adjust a bit upwind and transition into a crab to remain in position somewhat upwind of the towplane.

Be ready for significant turbulence and shear. Often times when you get above a tree line, the towplane will accelerate and the glider will then hit a massive gust. This will likely cause you to hit your head on the canopy.

Hitting your head on the canopy is dangerous and will cause you to momentarily lose control of the glider, while in an awkward position to deal with a rope-break. Instead, you should be prepared for the gust beforehand.

The best solution for slack line recovery is to never let it happen in the first place. By being vigilant and actively maintaining position and adding tension to the line BEFORE the big gust throws you out of position, you can avoid almost all slack line situations.

To avoid getting flung out of position, you must maintain good position behind the towplane and some tension on the rope. First, this is by remaining just above the wake (which is a bit lower than “normal” tows.) Secondly, this is by strategically opening up the divebrakes when appropriate. If you see the towplane get flung up, open the brakes 1/4 of the way. The added drag and tension will keep the glider in position.

If you do get out of position, deploy some spoiler and correct accordingly. But be ready to release if your situation is not recoverable.

Always be ready for a rope break. You’re much more likely to experience a rope break in turbulent conditions. When it occurs, treat it like an emergency that it is, rather than an inconvenience. Be willing to go straight ahead for an alternate field well up to 400ft AGL rather than attempting a marginal turn, at or a little bit above 200ft.

Avoiding the Killer Turn | Climbing Off the Ridge

The most challenging and dangerous aspect of ridge soaring is turning low and slow near the mountain. This puts the glider near the edge of stall while close to the ground in gusty conditions. This is the perfect recipe for entering a spin. Learning to maneuver near the ridge is probably the most important aspect of ridge training.

The remedy is to avoid these situations. A good minimum margin for beginners is to fly no lower than 150ft AGL and no slower than Best Glide Speed near a ridge. And given, there are several critical rules that must be observed while turning low near a ridge. I have made several clips in Condor to demonstrate both proper technique and the consequences of improper execution.

How to S-Turn Near the Ridge

When starting a turn, drop the nose, gain airspeed, and steepen up your bank.

The big themes when turning low are maintaining extra airspeed, good co-ordination, and spatial awareness of the mountain. We want to stay in the ridge band while maintaining adequate margin over stall. Remember, stalls are due to exceeding the critical angle of attack. You can exceed the critical AoA by steepening your bank and/or by slowing down. As a result, if you want to maintain a greater margin over stall you must let your speed increase as you increase your bank.

Remember to bank out of the turn early. The wind will want to drift you toward the ridge. You must start banking out well before then so that you have time to level out.

Avoid pulling up hard and banking at the same time.

This is the corollary to the previous point… many beginners tend to pull their nose up hard when entering a thermal and crank over into the turn. Halfway into the entry turn, their airspeed gets dangerously low and they mush or stall out. This is sub-optimal in a thermal at 3000ft, but it is absolutely unacceptable low near the trees; not only is the airspeed low, but the wing is loaded into the turn (high G). This is the perfect recipe for a spin entry.

How to (Properly) Thermal off the Ridge

When you approach a thermal, turn away from the ridge while maintaining good airspeed and co-ordination. Complete several S-turns to get at least 200ft, preferably 400ft above ridge top. At this point you could consider transitioning into a full turn and climbing away from the ridge.

Don’t Attempt a Full Turn Low!

Don’t turn low near the mountain! As you come around the turn, the mountain will come up at you really quickly and you will be exposed to a deadly trap. You will have high ground speed with low airspeed and experience “ground-rush” as the mountains comes up at you fast. The deadly trap is the desire to pull back to avoid hitting the ridge. This will stall the glider.

Don’t turn low. But if you find yourself in this situation, the ONLY way to escape is to steepen up your bank while dropping the nose. This will let you tuck away from the ridge and escape.

Don’t Turn Toward the Mountain!

Never, ever turn downwind toward the ridge. This is very dangerous and will near certainly drop you out of the turn on the far side. Even if you manage to complete the turn, you will have drifted far over the ridge and will have a long way to get back.

Spin on Thermal Entry

This reinforces all the previous points; maintain good airspeed, co-ordination, and spatial awareness when turning low near a ridge. Do not pull back and bank at the same time and mush out on the top part of the turn. One devastating trap is when you do this while entering a thermal. If you mush while at the top part of the turn after turning too early, there is a good chance you will encounter the “killer gust”.

What happens is as you go away from the core on the downwind side of the turn, you will be entering a zone of lift that gets weaker and weaker, until you’re finally in the sink. As you traverse that shear, it sucks the energy out of the glider.

The devastating consequence is that this occurs right as you are at the top part of the turn, very slow and the wing is loaded up. That killer gust will near certainly spin you out of the turn.

There is a much deeper discussion as to how and why shear works the way it does near mountains, which I will address in more detail some other time. The key point to remember is DO NOT turn early and hard into the thermal while bleeding off your airspeed; be ready for that sharp gust on the far side of the turn.


Here are a couple simple guidelines:

  1. Maintain a minimum AT LEAST 150ft AGL and best glide speed while soaring the ridge.
  2. ALWAYS turn AWAY from the ridge. (Ie: If the ridge is on your left, turn to the right.)
  3. Complete S-turns or “dogbones” when 200ft AGL or lower near a ridge. 400ft is better.
  4. Spin avoidance
    • When making turns, drop the nose a bit and gain airspeed.
    • Don’t bank and pull at the same time.
    • If you need to escape, bank steeper while speeding up. Don’t just pull back on the stick if the trees are coming up at you!

Get High, Go Fast, Stay High

Every competition pilot has his own theories as to how to go fast. There’s the fellow who never turns, meandering along at cloudbase going 45-60 knots. Then there’s the pilot who bombs along at MC speed, down to 800ft AGL, picks up an 8 knot thermal and proceeds to charge away toward the next turnpoint. And there’s the middle-of-the-roader, who likes to back off his MC for the “long glide” while meandering in good air while searching for that stronger than average thermal.

Yet all three of them make it to the turnpoint at the same time. And when they get back home and drink their beer, each will insist that their technique is the best.

The truth is that there is a wide range of optimization strategies and sometimes they all work! Sometimes certain situations, sites, and weather favors one approach over another. Ideally, a well-rounded pilot would understand the range of options available to them and choose the best strategy for that moment.

There are many variables which affect this optimization. The most significant ones include thermal strength, headwind component, thermal quantity and reliability, the resulting paths and their associated deviations from course line, and finally the difficulty of centering the lift.

I find that these variables output to two general strategies for me: float and try not to turn, or drop the nose and fly MC speed to the next climb.

For example, if you’re flying MC 3 in a LS4 under a little cloudstreet, maintaining altitude at 45-60 knots, you will probably do better than flying 75 knots and bombing along to the next thermal.

MC 3 achieves 60 mph around a course (not correcting for wind). In this example, you’re probably achieving 60 mph, all the while staying at cloudbase.

Obviously, the optimization is not quite that black and white because there is also a middle ground where you say fly 65-70 knots, while allowing yourself to sink lower in the band, all while in good air. But, often times the good air band drops off once you are 500-1000ft below cloudbase. And the second, more important point is that there is a tangible benefit to being higher. Maintaining the same speed achieved while at cloudbase is better because you retain more options along the way.

This allows you to minimize your strategic risk, all while allowing others to find your next thermal and make mistakes.

Over the long run, any tools that you use to minimize your risk exposure at little or no expense to your efficiency is a win.

This is a critical and under-emphasized element to speed-to-fly optimization.

Once you get to the end of the cloudstreet and the good air goes away, the interval has ended. Sure, you achieved 60 mph without turning, but the situation has now changed. If you keep flying at 55-60 knots in the dead/sinking air outside of the street, you are no longer achieving 60 mph for the next interval, so you should change your strategy!

At this point, I find it’s best to go to straight MC speed. Not this business of floating along and “under-flying” the speed to increase your range. When the air is neutral or bad, simply charge off to the next thermal. There’s efficiency to be gained by simply flying MC.

When encountering the next thermal, we often ask ourselves how strong we expect the climb to be? Another critical question is how hard will it be to center? If the thermal is only “average”, but you can center it without cost, it is completely worth it and often better than that pesky and uncertain strong gust which may lead to a stronger thermal after suffering several turns to find it.

If you can be higher at little or no cost, you are winning over the long run.


For me, this sums up my general approach to optimization, which leads to a very different set of assumptions than what most pilots emphasize. I don’t pay much attention to my circling percentage over a task; instead I focus on speed achieved at each interval, while trying to maintain as much altitude as practicable doing so.

Taking these sets of assumptions means I want to thermal fairly often to stay high, while trying to minimize the energy lost doing so. So instead, I fly fast between the thermals, because there is efficiency to be gained by flying MC instead of flying slower. I never pass up an average or better thermal if it is easy to center. By thermalling frequently, I stay in the top 1/2 or 1/3 of the lift band, which minimizes my strategic risk.

By flying MC in the top part of the band, you also offer up room to take the stronger than average thermals when you DO find them. If all you do is float along slowly to increase your range and then stumble into that 6 knotter, all you can do is just pull up and then keep going. But if you allow yourself to drop down a bit between the thermals, then you will have that 1000ft to climb to take advantage of the strong climb.

The net effect is that my circling percentages are often in the low 30s for a given day, with an average IAS 10 knots faster than others, all the while my altitude trace keeps me in a higher band. And my speed achieved is in the same ballpark as the others, with lower risk at most intervals over the task.

I find that this strategy is easier to convey to beginners. Beginners don’t like to get low and they tend to thermal too often. Well instead of telling them to completely change their style, I tell them fly MC speed (often 15-20 knots faster than they fly by default), learn to estimate thermal strength, and get really *good* at centering.

If at any interval you can minimize your risk at little or no cost to your efficiency, take advantage of that opportunity! Get high stay high!

Intuition or Cold Calculation?

How do we go about decision-making? Well honestly, most of the time it’s pretty easy, even self-evident. You have a gut feeling to go to a particular cloud, leave a thermal as it’s dying, or to perhaps recenter a half turn in another direction. We make these kinds of decisions all the time. Every time you move the stick, some part of your brain is making a decision.

But that’s not how we are taught to go about decision-making! Think about MC theory; look at the next cloud, calculate its expected lift strength minus any headwind component and centering losses. Entering a thermal, count three seconds and then bank hard. Listen to the variometer… when it spikes plan to recenter in that direction on the next turn. Glance at the yawstring as you turn. Keep your airspeed on the dial on your check-ride. Fly by the numbers!

Some pilots are known as being “artistic” and hardly do any of this calculation. Others are the “engineers” who seem to be a human flying computer.

What’s going on?

Folks who study decision-making typically model it as a dual process. Unfortunately, there is a lot of disagreement as to what drives this binary system. If you look into the research, you will see thinking modeled as “fast and frugal”, or “slow and deliberative”. “Affective” (emotional) or “cognitive”. “Model-based” and “model-free”.

The “heart” or the “mind”

Intuitive or calculating.

The artist or the engineer.

heart #mind #journey #bestlife #faith #life #RealTalk101 #reality ...

The reality is that it is not quite that clearly demarcated. When you study the brain, no one part of the brain is doing one line of reasoning as opposed to another. The “left brain” vs. “right brain” thinking is a total myth. Everything is interconnected and involved with everything else. A cold, calculating engineer is still relying on affective, intuitive judgment as he is solving his problems. An artist is still using some top-down cognitive reasoning as he decides which paint to put on the canvas.

It’s more of a spectrum rather than a binary system.

Nonetheless, it’s still a useful analogy, or at least a lens to look at decision-making problems.

The intuitive system is exceptionally useful. It operates using past experience and interprets current situations in line with that experience. The current situation need not be exactly the same as one we encountered before; we are great pattern-matching machines!

So when you scan a bunch of clouds and then you find the right one and you feel “good” about it, really it’s your neural network black box outputting that this cloud is the right solution. And this works when you’ve flown under hundreds of clouds and trained your pattern recognition system well!

This process works really well for most problems that we encounter in life and soaring.

However, this approach to decision-making breaks down when we don’t have experience that generalizes to a given situation. The blackbox between your ears still ticks away, but it won’t help you. Or worse yet, it will lull you into a sense of complacency. When you have a system that works 99 percent of the time, it doesn’t jump out at you the 1 percent of the time when your own software starts working against you!

This is not a problem in situations where receive real-time feedback. Thermalling is one of those cases; we are constantly adjusting to the air and variometer and over time we can get quite good at modeling what the air will do.

However, it is a problem when it comes to risk-management and “gear-shifting” for changing weather. Most of us don’t have a sufficiently large bank of experience to do this intuitively. And the problem is that feedback we receive from the current conditions is usually too little, too late!

You fly under one cloud and it doesn’t work. Then under another and it doesn’t work. Now you’re at 2000ft AGL, you realize you’re in the doghouse and now shift into risk minimization.

The trouble is that if the conditions are unreliable, you’ve already missed the boat. If you’re lucky, you will dig out. But do this one too many times in a competition and you will near certainly land out.

Restated, unless you’re actively managing your strategic risk, if you simply rely on intuitive judgment you will very likely be taking too much risk over the long run.

In the case of sporting risk management, John Bird and I solved this by developing a normative model of decision-making. Assess the reliability and quantity of options ahead of you to decide how to go about these decisions.

However, there are many other problems and decisions we encounter that we use a structured, calculated approach. Check-lists are a simple example! Instead of relying on intuition or “flow”, we could simply follow the process and make sure that things are where they need to be. Decision heuristics such as “don’t deviate more than 30 degrees” or “fly MC speed” are other examples. These are effective strategies.

This is not to say that cold-calculation is the best way to go about your flying, far from it! It is impossible to fly as a human computer, we simply don’t have enough bandwidth to do that.

Instead, it is best to recognize what kind of problems are best left to the intuitive system and others that are best handled by calculation. And engage the right decision-making system in the right context.

I thermal with a brush and make my risk-management decisions with a calculator.

Breaking Your Glider is OK

I wanted to comment on a thought provoking Facebook post from Bo Christensen.

Image may contain: outdoor and nature

In my defence: I didn’t choose this field. It was chosen for me by the towplane suffering engine problems at low altitude. Bummer of a day.

Later notes the damage….

Cracked winglet, bent main pin, minor crack in fuselage, couple of ribs loose in the rear fuselage. All reparable, and back flying.

Worst damage was major psychological trauma to my co-owner, who had some vacation time planned for right after this :).

Granted that this was a Libelle (lightly built ship) and that the fellow had little choice in the matter. But I think it is a good reminder to pay attention to the surface and the crops when you do have time to assess your options. Avoid landing in crop if at all possible.

If you do have to land in high hay, wheat or god-forbid, corn, you WILL ground loop. The strategy becomes a matter of mitigation. Make every effort to land into the wind to minimize ground speed. Level out just above the crop. Keep pulling the stick back until you gently stall the glider in. Once you land, push the stick forward to keep the tail off the ground.

If you do that, you have a very good chance of not breaking anything. You will still ground loop, but by the time the wing comes down and the glider starts rotating, you will have so little energy by the time the rotation starts that the glider can handle it.

Bo did a good job… a Libelle is just especially lightly built so it is much more likely to be damaged in such a situation.

There’s a second element to the story worth emphasizing. Yeah, the damage was unfortunate. But notice that the cockpit was perfectly fine. As the saying goes, a good landing is one you walk away from! And ultimately, everything worked out; the glider was fixed and is flying again.

He didn’t attempt a low turn back to the airport. He simply accepted his fate and did the best he could.

Overwhelmingly, the way people get hurt or killed in this sport is due to poor approach planning and/or stall/spins in the pattern. You are very unlikely to hurt yourself in a controlled, low-energy situation in a field. On the other hand, if you take the chance and go for the low turn back to the airport, attempt digging out low from a field, or mess up the approach into a field due to poor or late approach planning, then you are putting yourself at serious risk of getting hurt or killed.

Put yourself in Bo’s situation and visualize the outcome. Given the alternatives, I hope you realize that this was the best way to end a flight. And if you find yourself in a similar predicament, that you make the same, right decision; execute a safe landing instead of taking a chance that maybe minimizes the risk of damage to the glider. Gliders can be fixed or even replaced. You are irreplaceable.