beginning cross-country beginning cross-country dean carswell

Beginning Cross-CountryBeginning Cross-Country

Dean CarswellDean Carswell

Beginning Cross-CountryBeginning Cross-Country 1. Barriers1. Barriers 2. Prerequisites – Knowledge and Skills2. Prerequisites – Knowledge and Skills 3. Preparation3. Preparation

– Flying skillsFlying skills ThermallingThermalling Accuracy landingsAccuracy landings Off-field landingsOff-field landings

Knowledge skillsKnowledge skills NavigationNavigation Pre-flight preparationPre-flight preparation

Beginning Cross-CountryBeginning Cross-Country

4.4. The first cross-country flightThe first cross-country flight NavigationNavigation Cross-country techniquesCross-country techniques 5.5. SAFETY – paramount – must be first concern SAFETY – paramount – must be first concern

throughoutthroughout

Major Barriers to Going Cross-CountryMajor Barriers to Going Cross-Country

Physical – lack of skills needed – lack of ability to –Physical – lack of skills needed – lack of ability to –Stay up – (thermal acquisition and use)Stay up – (thermal acquisition and use)Navigate – not get lostNavigate – not get lostMake a successful off-field landingMake a successful off-field landingPsychological –Psychological –Fears –Fears –Failing to reach goalFailing to reach goalRisks and dangers of off-field landing (lack of Risks and dangers of off-field landing (lack of

confidence)confidence)Past failures – lift stopped workingPast failures – lift stopped working


Cross-country is the antithesis of all previous soaring Cross-country is the antithesis of all previous soaring experience, where you were required to get back to the experience, where you were required to get back to the home fieldhome field

Note how uncertainty of physical skills feeds directly Note how uncertainty of physical skills feeds directly into the psychological issuesinto the psychological issues

Are the barriers real?Are the barriers real? Are the barriers important?Are the barriers important? Can they be overcome?Can they be overcome?

Major Barriers to Going Cross-CountryMajor Barriers to Going Cross-Country How can they be overcome?How can they be overcome? By careful –By careful – PreparationPreparation Training (including dual instruction)Training (including dual instruction) Acquisition of requisite experience and skillsAcquisition of requisite experience and skills Start with a logical approachStart with a logical approach What’s the difference between local soaring and What’s the difference between local soaring and

setting off cross-country?setting off cross-country? Both require the same atmospheric conditionsBoth require the same atmospheric conditions At any given time, the air mass is generally At any given time, the air mass is generally

homogeneoushomogeneous


If this is correct, the probability of finding the next If this is correct, the probability of finding the next thermal thermal en- routeen- route is the same as finding the next one is the same as finding the next one within range of your home fieldwithin range of your home field

The atmosphere doesn’t know that you have to get The atmosphere doesn’t know that you have to get from A to B, rather than back to A – it responds exactly from A to B, rather than back to A – it responds exactly the same, either waythe same, either way

PrerequisitesPrerequisites

ExperienceExperience FAA private glider (knowledge and practical tests) or FAA private glider (knowledge and practical tests) or

equivalentequivalent Bronze badge (requires A, B and C badges)Bronze badge (requires A, B and C badges) 15 solo hours15 solo hours At least 30 flights of which 10+ in single placeAt least 30 flights of which 10+ in single place 2 solo flights of 2+ hours each2 solo flights of 2+ hours each 3 solo witnessed spot landings3 solo witnessed spot landings 2 [simulated] off-field accuracy landings with a CFIG2 [simulated] off-field accuracy landings with a CFIG Written test on cross-country techniques and knowledge Written test on cross-country techniques and knowledge

– pass 80%– pass 80%

PrerequisitesPrerequisites

Skills –Skills – ThermallingThermalling Accuracy landingAccuracy landing Off-field landingOff-field landing How do you acquire these?How do you acquire these?

ThermallingThermalling

Goal is to enter efficiently and climb quicklyGoal is to enter efficiently and climb quickly Many methods – some apparently Many methods – some apparently

contradictorycontradictory Which one is best?Which one is best? The one that’s simple, and works for youThe one that’s simple, and works for you

If you haven’t found one, try Wander’sIf you haven’t found one, try Wander’s The Art The Art of Thermalling Made Easy of Thermalling Made Easy

ThermallingThermalling

Thermalling safetyThermalling safety Collision risks increase substantially where gliders Collision risks increase substantially where gliders

congregate together, especially when the thermal is congregate together, especially when the thermal is weakweak

Working audio variometer is essentialWorking audio variometer is essential Must maintain safe separation – SEE, BE SEEN, AND Must maintain safe separation – SEE, BE SEEN, AND

AVOIDAVOID Observe the Observe the Thermal Soaring ProtocolThermal Soaring Protocol What’s that?What’s that? See See http://soaringsafety.org/dl/Cross-CountryHandbook.pdfhttp://soaringsafety.org/dl/Cross-CountryHandbook.pdf

- Annex D on page 65- Annex D on page 65

http://soaringsafety.org/dl/Cross-CountryHandbook.pdf

Practical Thermalling HintsPractical Thermalling Hints

Fly accurately – yaw string centered, correct airspeed, Fly accurately – yaw string centered, correct airspeed, consistent bank angleconsistent bank angle

Fly in ROUND circlesFly in ROUND circles Avoid too shallow bank angle – start with 40 degrees; Avoid too shallow bank angle – start with 40 degrees;

once centered, experimentonce centered, experiment In desert or mountains, thermals often stronger and In desert or mountains, thermals often stronger and

narrower – turn steepernarrower – turn steeper When thermal first encountered, turn towards core When thermal first encountered, turn towards core

(side on which wing is being pushed up) – if uncertain, (side on which wing is being pushed up) – if uncertain, turn anywayturn anyway


Thermal lost during initial turn? – Likely turned in Thermal lost during initial turn? – Likely turned in wrong direction – maintain turn for 270 degrees, wrong direction – maintain turn for 270 degrees, straighten out for a few seconds, then resume turningstraighten out for a few seconds, then resume turning

Create and maintain mental picture of position of core Create and maintain mental picture of position of core relative to the glider; remember variometer lag can be relative to the glider; remember variometer lag can be up to 5 seconds, while surges are felt in real timeup to 5 seconds, while surges are felt in real time

Rule of thumb – if not centered, when variometer Rule of thumb – if not centered, when variometer reading is lowest, inside wing generally points to the reading is lowest, inside wing generally points to the corecore

When moving center of circle towards core, do so in 2 When moving center of circle towards core, do so in 2 or 3 small shiftsor 3 small shifts


Don’t continue to circle in sink – widen search by Don’t continue to circle in sink – widen search by reducing bank angle – if nothing, start new searchreducing bank angle – if nothing, start new search

Low down – if thermal is lost, fly upwind for a few Low down – if thermal is lost, fly upwind for a few secondsseconds

If low, don’t leave a working thermal in hopes of If low, don’t leave a working thermal in hopes of finding a better onefinding a better one

Low down, if reduced or zero sink – circleLow down, if reduced or zero sink – circle Circle at the correct speed for bank angleCircle at the correct speed for bank angle Safety is paramount – see, be seen and avoid – keep Safety is paramount – see, be seen and avoid – keep

eyes scanning outside cockpit – be predictable; no eyes scanning outside cockpit – be predictable; no sudden maneuvering – observe sudden maneuvering – observe Thermal Soaring Thermal Soaring ProtocolProtocol

Accuracy LandingsAccuracy Landings

Requirement (completion standard in training/learning Requirement (completion standard in training/learning environment) is to be able to fly a safe pattern and environment) is to be able to fly a safe pattern and precision landing with the successful outcome never precision landing with the successful outcome never in doubtin doubt

The methodology is equally applicable in any location The methodology is equally applicable in any location – home airport or strange field – the same technique – home airport or strange field – the same technique will apply.will apply.

How do you avoid becoming an overshoot/undershoot How do you avoid becoming an overshoot/undershoot (land-short) statistic?(land-short) statistic?


Let’s look first at where we want to be – touchdown Let’s look first at where we want to be – touchdown just beyond the aiming point/reference point on the just beyond the aiming point/reference point on the airport/farmer’s fieldairport/farmer’s field

A conservative final approach requires the glider to be A conservative final approach requires the glider to be in the middle of the Safe [final] Approach Cone – using in the middle of the Safe [final] Approach Cone – using one-half to two-thirds airbrake throughout finalone-half to two-thirds airbrake throughout final

If the wind is strong, the Safe Landing Cone will be If the wind is strong, the Safe Landing Cone will be more steeply inclined to the horizontalmore steeply inclined to the horizontal

Accuracy LandingAccuracy Landing

If the wind is light, the Safe landing Cone will be flatter If the wind is light, the Safe landing Cone will be flatter to the groundto the ground

The key is to make the base-to-final turn at a point in 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 space so that the glider enters the middle of the Safe Approach Cone, then proceeds all the way down to the Approach Cone, then proceeds all the way down to the Aiming/Reference Point using one-half/two-thirds Aiming/Reference Point using one-half/two-thirds airbrakeairbrake

How do you judge when you are safe in the How do you judge when you are safe in the pattern – with enough energy to make it all the pattern – with enough energy to make it all the way to the Aiming/Reference Point?way to the Aiming/Reference Point?

Turn left at the red barn?Turn left at the red barn? Check the altimeter to ensure there is enough Check the altimeter to ensure there is enough

height?height? Use TLAR [Use TLAR [That Looks About RightThat Looks About Right]?]?


How does TLAR work – on what principle is it based?How does TLAR work – on what principle is it based? How is it applied?How is it applied? Choosing an angle which is safe means the glider has Choosing an angle which is safe means the glider has

sufficient energy to safely complete the pattern, absent sufficient energy to safely complete the pattern, absent catastrophic sink.catastrophic sink.


Do you find it easy to judge a straight line distance – Do you find it easy to judge a straight line distance – say 1,000 feet?say 1,000 feet?

Do you find it easy to judge an angle – say 30 degrees?Do you find it easy to judge an angle – say 30 degrees? Can you easily perceive when an angle changes?Can you easily perceive when an angle changes? Can the ability to see instantly an angle which is Can the ability to see instantly an angle which is

changing help us as pilots?changing help us as pilots?


The dip angle is the Angle between (1) an imaginary The dip angle is the Angle between (1) an imaginary line drawn from the pilot’s eye to a chosen point on the line drawn from the pilot’s eye to a chosen point on the surface and (2) an imaginary horizontal line drawn surface and (2) an imaginary horizontal line drawn from the same chosen point on the surface to the point from the same chosen point on the surface to the point on the surface which is directly below the glider.on the surface which is directly below the glider.

The prime example for flying the pattern is the dip The prime example for flying the pattern is the dip Angle to the Aiming, or Reference, Point on the ground Angle to the Aiming, or Reference, Point on the ground – for example, the numbers at the end of the runway – – for example, the numbers at the end of the runway – where the pilot will look on final approach.where the pilot will look on final approach.


Let’s look and see how the Angle changes as the glider Let’s look and see how the Angle changes as the glider flies downwind, parallel to the runway, assuming still flies downwind, parallel to the runway, assuming still air – no lift or sink.air – no lift or sink.

If the glider maintained height on downwind, the Angle If the glider maintained height on downwind, the Angle would increase as the glider gets closer to the would increase as the glider gets closer to the Reference Point.Reference Point.

But the glider is descending, and the descent cancels But the glider is descending, and the descent cancels out the increase of the Angle.out the increase of the Angle.

So, as the glider flies downwind parallel to the runway, So, as the glider flies downwind parallel to the runway, the ANGLE REMAINS CONSTANT.the ANGLE REMAINS CONSTANT.


How can this information be applied to avoid How can this information be applied to avoid overshooting the Aiming/Reference Point or overshooting the Aiming/Reference Point or undershooting and landing/crashing short?undershooting and landing/crashing short?

As the glider is flying back toward the field, pick a safe As the glider is flying back toward the field, pick a safe Angle.Angle.

The Angle will be less steep in a higher performance The Angle will be less steep in a higher performance glider e.g. a Grob G 103, than it would be in a lower glider e.g. a Grob G 103, than it would be in a lower performance glider like a 2-33.performance glider like a 2-33.

The Angle should be steeper if the wind is stronger.The Angle should be steeper if the wind is stronger.


To conform with other traffic and give predictability, To conform with other traffic and give predictability, the Angle can be picked up at the Initial Point.the Angle can be picked up at the Initial Point.

BUT THIS IS NOT ESSENTIAL – the Safe Relationship BUT THIS IS NOT ESSENTIAL – the Safe Relationship implied by selecting and maintaining a safe Angle can implied by selecting and maintaining a safe Angle can begin anywhere.begin anywhere.

Remember you can be flexible – object is safe landing, Remember you can be flexible – object is safe landing, not pretty pattern – take whatever action is necessary not pretty pattern – take whatever action is necessary to make safe landingto make safe landing


From the Initial Point, fly downwind at best speed-to-From the Initial Point, fly downwind at best speed-to-fly, parallel with the runway. If there is no lift or sink, fly, parallel with the runway. If there is no lift or sink, the Angle will stay constant.the Angle will stay constant.

If the Angle starts to change, make a corrective If the Angle starts to change, make a corrective heading change.heading change.

if the Angle starts to get flatter (sink), turn in slightly if the Angle starts to get flatter (sink), turn in slightly towards the runway until the Angle gets back to a safe towards the runway until the Angle gets back to a safe value, then fly parallel again.value, then fly parallel again.

If the Angle starts to get steeper (lift), turn slightly If the Angle starts to get steeper (lift), turn slightly out/away from the runway until the Angle gets back to out/away from the runway until the Angle gets back to the correct value, then fly parallel again. the correct value, then fly parallel again.

BE FLEXIBLE – be prepared to change heading to keep BE FLEXIBLE – be prepared to change heading to keep the angle constant.the angle constant.


Once the glider has passed abeam the Reference Once the glider has passed abeam the Reference Point, turn Point, turn gentlygently towards the extended center line of towards the extended center line of the chosen runway, continuing to maintain the Angle.the chosen runway, continuing to maintain the Angle.


As the glider reaches the base leg (90 degrees to the As the glider reaches the base leg (90 degrees to the line of final approach), the Angle will start to increase.line of final approach), the Angle will start to increase.

The sight of the Angle starting to increase is the signal The sight of the Angle starting to increase is the signal that, absent encountering catastrophic sink, the glider that, absent encountering catastrophic sink, the glider really has sufficient energy to make it to the field and really has sufficient energy to make it to the field and

make good the Aiming/Reference Pointmake good the Aiming/Reference Point.. Once approaching the extended center line of the Once approaching the extended center line of the

runway, turn from base to final, intersect the Safe runway, turn from base to final, intersect the Safe Approach Cone in the middle (one-third/one-half Approach Cone in the middle (one-third/one-half airbrake), make good the Aiming/Reference Point, and airbrake), make good the Aiming/Reference Point, and land safely on the selected fieldland safely on the selected field


If the wind is strong, consider turning in a little more If the wind is strong, consider turning in a little more rapidly – the Safe Landing Cone will be more steeply rapidly – the Safe Landing Cone will be more steeply inclined to the the horizontal – so the glider will be inclined to the the horizontal – so the glider will be closer in to the field when the middle of the Cone is closer in to the field when the middle of the Cone is

reachedreached.. Remember, this Angle technique works even when the Remember, this Angle technique works even when the

height AGL (altimeter) is not known – it is equally height AGL (altimeter) is not known – it is equally applicable to a home airport of off-field landing – it applicable to a home airport of off-field landing – it ensures you have sufficient energy to safely make it to ensures you have sufficient energy to safely make it to the field if you start with sufficient time/height the field if you start with sufficient time/height

Practice it!Practice it!

Planning the Off-Field LandingPlanning the Off-Field Landing

Object is to be able to select a field and fly a safe Object is to be able to select a field and fly a safe pattern, approach and landingpattern, approach and landing

Essential to select a suitable field with sufficient Essential to select a suitable field with sufficient time/height to evaluate field and other factors relevant time/height to evaluate field and other factors relevant to safe approach and landingto safe approach and landing

Until pattern altitude is reached (1,000 feet AGL), use Until pattern altitude is reached (1,000 feet AGL), use any workable lift, but not to detriment of making any workable lift, but not to detriment of making proper planning, keeping field in sight and not being proper planning, keeping field in sight and not being drifted out of range downwinddrifted out of range downwind

Fly at best-speed-to-fly, never fly over unlandable Fly at best-speed-to-fly, never fly over unlandable areas unless clearly adequate height to overflyareas unless clearly adequate height to overfly

Height BandsHeight Bands

At 3,000 feet AGL, select landable area and fly towards At 3,000 feet AGL, select landable area and fly towards it – identify hills likely to create wind problems or lee it – identify hills likely to create wind problems or lee turbulence, visibly sloping areas, towers and other tall turbulence, visibly sloping areas, towers and other tall obstaclesobstacles

At 2,000 feet, identify and assess suitable fieldAt 2,000 feet, identify and assess suitable fieldss, if , if possible flying completely around while making the possible flying completely around while making the assessment – use 7 “S” criteriaassessment – use 7 “S” criteria

At 1,500 feet, select field and back-ups, continue At 1,500 feet, select field and back-ups, continue evaluation, select position of pattern Initial Point (IP) evaluation, select position of pattern Initial Point (IP) [1,000 feet], complete checks, straps TIGHT![1,000 feet], complete checks, straps TIGHT!

7 “S”s Criteria for Field Selection7 “S”s Criteria for Field Selection

Surface windSurface wind SizeSize ShapeShape SlopeSlope SurfaceSurface SurroundingsSurroundings StockStock

ExecutionExecution

Plan to be at Initial Point around 1,000 feet (higher if Plan to be at Initial Point around 1,000 feet (higher if wind is strong) – select and maintain safe Angle to wind is strong) – select and maintain safe Angle to Aiming/Reference Point – should be one-third way Aiming/Reference Point – should be one-third way down fielddown field

Now committed to land – no more thermallingNow committed to land – no more thermalling Continue evaluation – some features only become Continue evaluation – some features only become

apparent when low/closeapparent when low/close Abeam Aiming/Reference Point going downwind, Abeam Aiming/Reference Point going downwind,

establish minimum safe approach speed, maintain safe establish minimum safe approach speed, maintain safe Angle turning onto base legAngle turning onto base leg

Aim to enter Safe Approach Cone for one-half/two-Aim to enter Safe Approach Cone for one-half/two-thirds airbrake final approachthirds airbrake final approach

ExecutionExecution

Aim for touchdown one-third way down fieldAim for touchdown one-third way down field Execute fully held off landing for minimum energy Execute fully held off landing for minimum energy

touchdowntouchdown On ground, full airbrake and wheelbrake for shortest On ground, full airbrake and wheelbrake for shortest

rollroll

Off-Field Landings – Pitfalls and Off-Field Landings – Pitfalls and MistakesMistakes

Decision to land made too lateDecision to land made too late Surface wind direction misjudgedSurface wind direction misjudged Unsatisfactory field selectedUnsatisfactory field selected Cramped pattern – too high/fast – poor selection of IPCramped pattern – too high/fast – poor selection of IP Last minute change of mindLast minute change of mind Attempting, but failing to soar away at too low an Attempting, but failing to soar away at too low an

altitudealtitude

Off-Field Landing - EmergenciesOff-Field Landing - Emergencies

Emergencies in the airEmergencies in the air The inadvertent OFL – how to tell in timeThe inadvertent OFL – how to tell in time Losing height quicklyLosing height quickly Turning/side/forward slipsTurning/side/forward slips Use of drag and inertia – drag increases as square of Use of drag and inertia – drag increases as square of

speedspeed ‘‘S’ turnsS’ turns 360 degree turn360 degree turn

Off-Field Landing - EmergenciesOff-Field Landing - Emergencies

Emergencies on the groundEmergencies on the ground MUST avoid wire fences and solid obstructions MUST avoid wire fences and solid obstructions Induce ground loop if time and space to do soInduce ground loop if time and space to do so If not possible, steer for gap – let wings take impact; If not possible, steer for gap – let wings take impact;

head downhead down

Physical PreparationPhysical Preparation

GliderGlider Clean; cockpit comfortable; working radio and audio Clean; cockpit comfortable; working radio and audio

variometer, current parachute; pre-flight and CAC variometer, current parachute; pre-flight and CAC completedcompleted

GPS/datalogger/nav. display – pre-programmed; fully GPS/datalogger/nav. display – pre-programmed; fully familiar with operationfamiliar with operation

Equipment – trailer prepared (lights, brakes), hooked Equipment – trailer prepared (lights, brakes), hooked up to towcar (keys and gas); crewup to towcar (keys and gas); crew

Pilot (you) – “I’M SAFE” checkPilot (you) – “I’M SAFE” check

I’M SAFEI’M SAFE

IllnessIllness MedicationMedication StressStress AlcoholAlcohol FatigueFatigue FamiliarityFamiliarity EatingEating

Flight PlanningFlight Planning

Weather – FAA; TV; online resources; expert helpWeather – FAA; TV; online resources; expert help Airspace – TFRs, other restricted airspace – avoidance Airspace – TFRs, other restricted airspace – avoidance

or legal/safe penetrationor legal/safe penetration CURRENT chart – even if GPSCURRENT chart – even if GPS

Chart UsageChart Usage

OrientationOrientation SymbolsSymbols Identify ground features from map (not other way Identify ground features from map (not other way

round)round) Be able to maintain courseBe able to maintain course All while flying glider and using thermals efficiently – All while flying glider and using thermals efficiently –

needs to be practicedneeds to be practiced

Chart UsageChart Usage

Not all roads marked on sectionalNot all roads marked on sectional Railroads – easily confusedRailroads – easily confused Small features – airports, small towns – can be Small features – airports, small towns – can be

obscured by cloud shadowsobscured by cloud shadows Line features (unless very large e.g. freeways) only Line features (unless very large e.g. freeways) only

identifiable at 2-3 milesidentifiable at 2-3 miles Towns easily confused, especially if size and shape Towns easily confused, especially if size and shape

changed since last chart surveychanged since last chart survey Lakes change shape when water level changesLakes change shape when water level changes Never rely on single feature – correlate combination of Never rely on single feature – correlate combination of

featuresfeatures

When LostWhen Lost

Locate landable area and keep within gliding rangeLocate landable area and keep within gliding range Use all available liftUse all available lift Estimate position from last confirmed using Estimate position from last confirmed using

time/speed/directiontime/speed/direction Correlate features on ground with chart - MUST cross-Correlate features on ground with chart - MUST cross-

checkcheck

Execution – the (First) Cross-Execution – the (First) Cross-Country FlightCountry Flight

Plan to remain within gliding range of home airport, or Plan to remain within gliding range of home airport, or others from which you can be towedothers from which you can be towed

Select route, mark on chart; mark radius circles, Select route, mark on chart; mark radius circles, known safe landing placesknown safe landing places

Select safety heights for recovery to chosen airports Select safety heights for recovery to chosen airports using forecast top of lift as guide – modify plan if using forecast top of lift as guide – modify plan if necessary!necessary!

If only one airport (yours), plan triangular course If only one airport (yours), plan triangular course around itaround it

Practice several times, trying to increase speed each Practice several times, trying to increase speed each timetime

Cross-Country TechniquesCross-Country Techniques

Three most common counter-productive factors –Three most common counter-productive factors – 1. Failure to circle tightly/bank steeply enough1. Failure to circle tightly/bank steeply enough 2. Flying too slowly between thermals2. Flying too slowly between thermals 3. Circling in all available lift3. Circling in all available lift Lift streets – cloud, or blue – lift often oval in shape Lift streets – cloud, or blue – lift often oval in shape

with longer axis parallel to the windwith longer axis parallel to the wind Sink lines up parallel to the lift streetsSink lines up parallel to the lift streets Crossing between streets – jump at angle of 60 Crossing between streets – jump at angle of 60

degrees, more or less depending on sinkdegrees, more or less depending on sink If lift street up to 30 degrees off course line, follow If lift street up to 30 degrees off course line, follow

street, then jump to next, keep upwind of course linestreet, then jump to next, keep upwind of course line


Where to go?Where to go? If clouds, try to establish relationship of lift to clouds – If clouds, try to establish relationship of lift to clouds –

upwind side, downwind side, etc. – usually same all upwind side, downwind side, etc. – usually same all dayday

Zigzag gently, especially when blueZigzag gently, especially when blue Long period of heavy sink – possibly sink street – Long period of heavy sink – possibly sink street –

make deliberate turn to exit area ASAPmake deliberate turn to exit area ASAP If no developed cumulus cloud, follow short-cycling If no developed cumulus cloud, follow short-cycling

wispswisps Plan ahead – select next likely thermal source before Plan ahead – select next likely thermal source before

departing from present thermaldeparting from present thermal


Use performance, not guesswork, to assess potential Use performance, not guesswork, to assess potential range and ability to get to next expected sourcerange and ability to get to next expected source

Avoid likely sink areas –Avoid likely sink areas – Downwind of lakes, ridges, rugged terrainDownwind of lakes, ridges, rugged terrain Sandy areas, wet/low lying ground if higher/dryer Sandy areas, wet/low lying ground if higher/dryer

availableavailable Forests, except late in dayForests, except late in day Seek areas likely to have better liftSeek areas likely to have better lift Baked bare ground, industrial sites, large areas of Baked bare ground, industrial sites, large areas of

concrete/asphalt, higher ground, especially when concrete/asphalt, higher ground, especially when slope near 90 degrees to sunslope near 90 degrees to sun

On leaving thermal, get on course, then confirm course On leaving thermal, get on course, then confirm course correctcorrect

Cross-Country TechniqueCross-Country Technique

How fast?How fast? Object is to get to top of next thermal as fast as possibleObject is to get to top of next thermal as fast as possible Speed – based on glider performance, rate of sink, and thermal Speed – based on glider performance, rate of sink, and thermal

strengthstrength McCready ring is calibrated for glider’s performance, rate of sink McCready ring is calibrated for glider’s performance, rate of sink

is shown by variometer, thermal strength determined by pilotis shown by variometer, thermal strength determined by pilot Inexperienced pilots – set McCready at half average climb rate in Inexperienced pilots – set McCready at half average climb rate in

last thermallast thermal Adjust McCready depending on height band – setting height in K -Adjust McCready depending on height band – setting height in K -

1 – e.g. at 4,000, set M=31 – e.g. at 4,000, set M=3


Be ready to change gear if conditions improve/worsen; Be ready to change gear if conditions improve/worsen; fly faster if cloud separation increasesfly faster if cloud separation increases

When to thermal? As little as possible. Try and start When to thermal? As little as possible. Try and start upwind leg high, so less need to circleupwind leg high, so less need to circle

Minimum acceptable climb rate (average) – should Minimum acceptable climb rate (average) – should increase with altitude – when rate declines to increase with altitude – when rate declines to minimum, try proceeding using ‘S’ turns instead of minimum, try proceeding using ‘S’ turns instead of circlingcircling


Height bandsHeight bands Normal operating band – only accept minimum climb Normal operating band – only accept minimum climb

rate; below normal operating band – use any liftrate; below normal operating band – use any lift Normal operating band – top 2/3 – e.g. if cloudbase 6K, Normal operating band – top 2/3 – e.g. if cloudbase 6K,

band should be between 5,500 and 2,000; for first few band should be between 5,500 and 2,000; for first few cross-countries, use band of top half – e.g. 5,500 and cross-countries, use band of top half – e.g. 5,500 and 3,0003,000


Sink rate often increases immediately before thermal Sink rate often increases immediately before thermal reached – keep flying straight for a few secondsreached – keep flying straight for a few seconds

Circling birds are usually thermalling, circling gliders Circling birds are usually thermalling, circling gliders aren’t necessarily – don’t chase a circling glider unless aren’t necessarily – don’t chase a circling glider unless clearly going up, and only then if it can be reached at clearly going up, and only then if it can be reached at close to same altitudeclose to same altitude

Depart thermal when climb rate reaches 2/3 highest Depart thermal when climb rate reaches 2/3 highest averageaverage

Think ahead – check conditions and modify plans Think ahead – check conditions and modify plans accordinglyaccordingly

Below 3K start planning for possible off-field landingBelow 3K start planning for possible off-field landing


Final glide – start when sufficient height to get directly Final glide – start when sufficient height to get directly to goal without lift – factor in safety height at goalto goal without lift – factor in safety height at goal

All previous calculations have been based on All previous calculations have been based on maximizing performance within air mass – no maximizing performance within air mass – no compensation for head or tail wind; on final glide, compensation for head or tail wind; on final glide, factor in effect of wind – Best-speed-to-fly should factor in effect of wind – Best-speed-to-fly should compensate not only for lift/sink, but compensate not only for lift/sink, but headwind/tailwindheadwind/tailwind

Headwind - McCready speed + 50% headwindHeadwind - McCready speed + 50% headwind Downwind – slightly slower than best L/D + sink Downwind – slightly slower than best L/D + sink

compensationcompensation


Maximizing final glide speed – getting started, object is Maximizing final glide speed – getting started, object is to reach goal with safe height marginto reach goal with safe height margin

Once experience is gained, speed can be maximized – Once experience is gained, speed can be maximized – make your own trade-off between highest speed and make your own trade-off between highest speed and risk of not making good the goalrisk of not making good the goal

LastlyLastly

For badges/records/contests – MUST know rules, e.g. For badges/records/contests – MUST know rules, e.g. turnpoints, declarations, verificationturnpoints, declarations, verification

Whole approach predicated on ability to practice Whole approach predicated on ability to practice specific aspects before jumping off into the bluespecific aspects before jumping off into the blue

Every aspect can be started using help of experienced Every aspect can be started using help of experienced instructor or cross-country pilotinstructor or cross-country pilot

Learning is more effective in a 2-place glider than Learning is more effective in a 2-place glider than single-place ‘observe and follow’single-place ‘observe and follow’

Set down the specifics still to be accomplished, then Set down the specifics still to be accomplished, then devise a program which will do sodevise a program which will do so

QUESTIONS?QUESTIONS?

beginning cross-country beginning cross-country dean carswell

Documents

workingmajor barriers

barriers real

homogeneousmajor barriers

barriers important

thermal acquisition

thermal soaring protocolwhats

initial turn

field accuracy landings