2021 Spring Safety Meeting

A short comment on the SSF’s Wing Runner course i was renewing. I might get beat up on this, but i think one of the Quiz questions is misleading concerning a runway conflict. I probably got it marked wrong, the last time I took the course. Has to do with T.O. Ops ready to launch, and Wing Runner notices a sailplane on BASE LEG for landing.  SSF answer:  TP and sailplane to be moved off runway. This choice seems difficult to perform in the short time (~40  sec) remaining in the landing sequence, ….at least tough for the glider that was ready to depart, and minimal field staff alongside the wing runner. Anyway, my 2 cents.

This is an interesting problem for SSI. I have been in the glider ready for a tow when a glider landing came in over me. It’s an especially uncomfortable situation. Don’s aforementioned heavy sink scenario is an all to real happenstance. At SSI with the wider taxiway that we should have next spring it should be possible to stage the glider on one side of the runway/taxiway while a landing glider stays on the side NOT occupied by the staged glider. I have seen this done at other locations without problems. We would have to retrain our pilots to the new method but safety would certainly be greatly enhanced.

A different take on this issue at SSI is: Anyone seen landing over a staged glider should receive retraining. At SSI, with a minimum of 2400 feet of runway there is ABSOLUTELY NO REASON to fly over a staged glider at the end of the runway. The landing pilot must land long. That is the only safe and responsible landing option compared to possibly landing on top of another staged glider. This is an example of “convenience” being put ahead of safety.

A funny story to add….About six years ago on my Private Pilot checkride, the first landing task the examiner asked for was a accuracy landing (spot landing).  The winds were out of the west and we were landing and departing on Runway 27.   That being the case,  I recall picking a spot close to the runway threshold, thereby avoiding a long golf cart tow back to the launch point for the next flight.  I joined the pattern to land and exactly as discussed today, there was a glider staged at the start of the runway, directly in the center.   I turn on to final and the glider is still there on the runway…decision time.  Considering that I had a designated examiner in the back, I closed the dive brakes, informed the examiner I was aborting the accuracy landing and would land long for safety. Figuring I had made a conservative choice, I assumed the examiner would applaud my aeronautical decision making after we had landed.   WRONG!  I was lambasted for flying over the parked glider (even though I deliberately approached high to avoid it).   Apparently, the correct course of action was to do a “side-step” maneuver, where you maneuver to the side of the runway and then turn back once the obstacle is clear.  Considering I had never seen or heard of that maneuver, let alone practiced for it, I’m still glad I did what I did, despite receiving an earful.   No harm, no foul….gliders were unscathed and I ended up doing an extra flight to complete the accuracy landing task (this time with an open runway).

Let’s do our best to keep the approach end of the runway clear of gliders and by all means, avoid doing the low approach over any gliders, vehicles, or persons on the ground.

-Mark

I liked Mark’s funny story. I would probably make the same decision, just inform the examiner that I will choose a different spot for landing. I agree that the question in the test was asked very generally. I already forgot what I answered, but it was right! For our situation in our club, I don’t think we always have enough time and people(!) to move away the planes they are ready  to take off. Sometimes when the planes are ready to take off it takes toooo long for it happen. Less talking and more concentration on the start is also one of the ways to speed up the take off process. If the aircrafts are ready to take off and another glider is on final approach, the landing glider will land so that it has an extra height (altitude) above standing aircrafts and will make a longer landing. I don’t see anything dangerous in that.

But it sounds like that is the wrong decision according to Mark’s DPE.  Sounds like overflying a staged glider is a no-no.  If landing 27 there are fewer obstacles and people left of the runway so I think the DPE would have preferred a slight jog left then once past the staged glider, realign to 27 and land.  If I’m not understanding that, please let me know.

14 CFR § 91.3 – Responsibility and authority of the pilot in command. › Subpart A – General
(a) The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. (b) In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency.

If someone creates an emergency by being in the way when you are on final to land, you do what you need to do.  If in doubt, see the FAR above.

I’ll be out tomorrow.

I pondered over the same question.

I meant to ask a CFIG about it: if hooked up and ready for departure when a glider is on base, wouldn’t it be advisable to proceed with the tow?

Thanks Don, for reply.I agree with all of your comments;  and the short-final, heavy sink scenario is definitely not good to have any aircraft in the way & staging. I don’t have a good solution either. TP can drop line and move off quickly…..but poor glider & WR stuck. I can’t remember how Wind City, at Clow 1C5 where I initially trained, handled that.  D.B.