{"id":13607,"date":"2016-12-06T13:14:34","date_gmt":"2016-12-06T12:14:34","guid":{"rendered":"https:\/\/www.dg-flugzeugbau.de\/en\/?page_id=13607"},"modified":"2017-01-05T10:05:25","modified_gmt":"2017-01-05T09:05:25","slug":"safety-tips-training","status":"publish","type":"page","link":"https:\/\/www.dg-aviation.de\/en\/library\/safety-tips-training","title":{"rendered":"Safety Tips and Training"},"content":{"rendered":"

On the one hand, we have been praised by our web site readers for our contributions to safety issues, but on the other hand, we are told by one of our competitors that “Safety does not sell” and, in addition, we are questioned as to why we enter that arena at all.
\nThe answer to one is pure self interest and to the other is because of my own experience.
\nMy first point is we are firmly convinced that in our beautiful sport there are too many accidents.\u00a0 Every further accident swells the number of\u00a0 people with misgivings.\u00a0 (Which can include wives)\u00a0 This all works against the expansion of our sport.\u00a0 Besides which, a pilot who dies will never buy another glider.
\nAnother thing is our own personal experience.\u00a0 I barely came away with my life on one occasion and, on another occasion, a club member friend was killed on his 20th birthday.\u00a0 In both instances, it was \u0093pure pilot error\u0094 and, therefore, easily avoidable.\u00a0 Don’t we have a moral obligation to do \u0093something\u0094 after such an experience?<\/p>\n

Safety begins in the head.<\/h2>\n

This is the conclusion and central message in the well known talk given by Bruno Gantenbrink which I strongly recommend reading to every pilot.\u00a0 (It can be found on our web site.)
\nWhen you recognize that you should do more for your personal safety, then there is a lot of advice and references that we would gladly like to show you.\u00a0 The following list\u00a0 is not complete, of course, and some of the points you may not completely agree with.\u00a0 Just take the listed procedures simply as suggestions which are based on our 25 years of building gliders.\u00a0 Ask yourself critically how you could and should increase your personal safety.<\/p>\n

\u00a01. Use Checklists<\/h3>\n

Two years ago at 11 in the morning, the flight operations at Vinon, in southern France, were interrupted for 15 minutes while the widow of an accident victim laid flowers on the runway.\u00a0 He started an aero tow with the elevator disconnected!
\nA unique situation?
\nOn the Internet Usergroup, rec.aviation.soaring, during the summer of 1998, a pilot (Hannes Linke) related how he launched in his LS-6 with the elevator disconnected.\u00a0 He was severely injured and commented later, \u0093Shit happens…..\u0094
\nEvery manufacturer puts a checklist in the Pilot’s Operating Handbook which should be carefully used during assembly.\u00a0 Put a copy of this checklist in the glider.\u00a0 Go through this list slowly, point by point, without disturbance before each launch.\u00a0 Never rely on a friend who has told you that he has already gone through the checklist.
\nI use a second checklist I made up for myself which is printed on a self adhesive label and stuck in the cockpit.\u00a0 My checklist for the DG-808C looks like this (Sorry – it is in German of course):<\/p>\n

\"\"<\/p>\n

One thing I know for sure:
\nWhen I go through this list before launching, I haven’t forgotten anything important and that’s what it’s all about.<\/p>\n

2.\u00a0 Read the Handbook Again<\/h3>\n

Do you think you know everything about your aircraft?\u00a0 In spite of this, read the handbook carefully and completely through again on a rainy Sunday.\u00a0 You’ll be amazed at the \u0093new things\u0094 you will learn.
\nEspecially motor gliders are technically highly complicated.\u00a0 You should understand as much as possible and know what every switch and spring does in order that if something fails, you will react more quickly.<\/p>\n

3.\u00a0 Don’t Set a Task Which Is Too Ambitious For the Day<\/h3>\n

It often happens again and again that, on the basis of the weather forecast, one sets a task that one recognizes obviously won’t go even before the launch because the actual weather does not coincide with the forecast.\u00a0 If you go ahead with the planned task anyway, you’re under additional stress that increases the danger.
\nAdmittedly, motor glider pilots are at an advantage!<\/p>\n

4.\u00a0 Use the Seat belt Properly<\/h3>\n

You know already:\u00a0 the seat belt should be very tight, the shoulder belts less tight.
\nIf possible, do not use an extra cushion and, if you must, use an energy-absorbing foam cushion.<\/p>\n

5.\u00a0 If Possible, Use a Parachute With a Static Line<\/h3>\n

Glider pilots are generally not experienced parachutists.
\nIf it is necessary to use a parachute, it is usually after a mid-air collision.\u00a0 The pilot is usually in shock after this.\u00a0 If the pilot does manage to get out, probably he won’t know his right from left. A parachute equipped with a static line will open every time regardless of the state of mind of the pilot.
\nIf our NOAH\u00a0 cockpit exit system is being used, the canopy must be released and the NOAH system activated.\u00a0 Everything else after that is automatic if a parachute with a static line is used.<\/p>\n

6. Be Prepared For a Rope Break on Every Launch<\/h3>\n

Whether the launch is a self-launch, an aero-tow, or a winch launch, you must be prepared at every point during the launch for what you would do if the launch system fails.\u00a0 This is a purely mental exercise in which you go over in your mind what you can or may do at various heights if a premature termination of the launch occurs.\u00a0 The size of the airport is very important in this connection.\u00a0 Many airports are situated such that after the beginning of the launch \u0093no chance\u0094 is available. And what do you do now?
\nIn no case, after a launch failure under 250 ft, should a turn be attempted.\u00a0 At such low altitudes, always land straight ahead – regardless of what lies ahead.\u00a0 The worst accidents always happen during \u0093sharp turns close to the ground.\u0094
\nAirline pilots say out loud at the start the different speeds, for instance the speed of no return even with a motor failure.\u00a0 Regardless of the launch method, you should do the same thing with regard to the altitude at which you can safely make an abbreviated pattern.<\/p>\n

7. Finish a Self-Launch With Sufficient Altitude<\/h3>\n

When you self-launch with a motor glider, let the motor run until plenty of altitude has been reached.\u00a0 Remember that maybe the retraction will not work immediately and that you will have a high sink rate.
\nThere have been many accidents in which the pilot suddenly finds himself out of gliding range of the airport\u00a0 and now has to find an out-landing place in difficult terrain and with the engine out.<\/p>\n

8. Practice Emergency Procedures<\/h3>\n

Especially motor glider pilots should continually train and practice reacting properly to in-flight malfunctions.<\/p>\n