{"id":13629,"date":"2016-12-07T15:08:30","date_gmt":"2016-12-07T14:08:30","guid":{"rendered":"https:\/\/www.dg-flugzeugbau.de\/en\/?page_id=13629"},"modified":"2016-12-07T15:08:30","modified_gmt":"2016-12-07T14:08:30","slug":"safety-comes-first","status":"publish","type":"page","link":"https:\/\/www.dg-aviation.de\/en\/library\/safety-comes-first","title":{"rendered":"Safety Comes First"},"content":{"rendered":"
Bruno Gantenbrink: Safety Comes First<\/h2>\n
Translated by David Noyes, Edited by Beth Langstaff<\/p>\n
The following article was published in Aerokurier, February, 1993.<\/p>\n
If you would like to print some copies for wider distribution, publication is not only permitted but encouraged by the author.<\/p>\n
Bruno Gantenbrink:<\/h4>\n
\u00a0\u00a0 My talk was advertised as a banquet speech.\u00a0 What does one expect of such a presentation?\u00a0 Something pleasing, something educational, in any case, something positive.\u00a0 Nothing which disturbs one’s picture of gliding.\u00a0 In this sense, my talk is not a speech suitable to a celebration.\u00a0 What can one say that is celebratory of safety?\u00a0 This presentation may frighten you, provoke you, or make you think.\u00a0 All of these reactions are to be expected.\u00a0 It does not matter to me whether what I have to say will cause negative or positive headlines in the press.\u00a0 If somebody comes to me afterward and says, “Is it really necessary for you to air our dirty linen with press present and strangers listening?”\u00a0 It will not concern me in the least. \nIf one were to gather together everything about soaring that was worth knowing, in my opinion, it would be divided into four chapters. \nThe first chapter would concern itself with the freedom of soaring flight.\u00a0 We would describe the majesty and beauty of gliding here.\u00a0 We would also have to consider the factors which endanger our freedom of the skies.\u00a0 The increasing number of senseless rules caused by an ever-growing number of aircraft and pilots make things harder all the time and in themselves give us much to consider.\u00a0 We should also define our relationship with the environment in this chapter. \nFor the next chapter, the title could read:\u00a0 “The Opportunity to Glide.”\u00a0 We would have in here all of the organizational questions that have troubled us in recent times.\u00a0 Besides organizational problems, how do we create larger and smaller organizations?\u00a0 How should the training be organized?\u00a0 What should the licensing and examination regulations look like?\u00a0 In this chapter we should also look at the cost and financing of gliding because, after all, we have to be able to afford our sport. \nA third chapter would handle the skills needed to fly gliders.\u00a0 One would then assemble all of the knowledge we need to pursue our sport,\u00a0 including aerodynamics, meteorology, soaring theory, flight techniques, and many other things. \nThe material in the first three chapters alone takes up 95% of our attention, not to mention our activity.\u00a0 At least that’s what it looks like to me, when I think back on the talks given at this venue in recent years. \nThat doesn’t leave much time and attention for the 4th chapter which deals with the question of how we survive our sport and is labeled “Safety.”\u00a0\u00a0 My feeling is that these four chapters should be about equal in size.\u00a0 But equal treatment of these subjects is not a given.\u00a0 The degree to which we neglect the subject of safety leads me to the hypothesis that we have a problem with it. \nSome of you are probably thinking, “He exaggerates.\u00a0 He’s painting a black picture and that’s understandable because he wants to make a strong point.\u00a0 Therefore he is blowing it out of proportion to make it look important.\u00a0 We all know that there is nothing in this world that doesn’t have some degree of danger.\u00a0 Even gliding is not without it.\u00a0 But we all know that the most dangerous part of gliding is the drive to the glider field.” \nEverybody has said this or heard it said.\u00a0 I remember the first time I heard it.\u00a0 I was a 14 year old kid who had just been taken to the glider field by my father.\u00a0 Naturally, he asked whether there was any danger for his son in learning to fly and he received that same answer from an instructor in my presence. \nIf that answer were true, or even nearly true, then there would be no flight safety problems and there would be no use in pursuing this theme any further.\u00a0 We could stop the presentation here and go on to other things.\u00a0 It’s worth the trouble, however, to take a closer look at this statement to see if it is really true.<\/p>\n
That sentence, \n“The most dangerous part of gliding is the trip to the glider field” \nis the dumbest, most ignorant saying that has found a home in our sport.<\/p>\n
I want to take up the question of the truth of this statement in a subtle, perhaps even macabre way.\u00a0 I will forego the usual comparative statistics stated in terms of accidents per 1000 take-offs or deaths per 1000 flight hours given out by the German equivalent of the FAA.\u00a0 These statistics don’t tell us much.\u00a0 They don’t express what is too much and what is too little.\u00a0 How many deaths per 100,000 take-offs are too many?\u00a0 What number would be acceptable?\u00a0 Such comparative numbers don’t really get under your skin.\u00a0 I can’t impress you with those numbers.\u00a0 I would like to weigh the sentence, “The most dangerous part of gliding is driving to the airport” against my personal statistics. \nTo do this, I have made up three lists.\u00a0 The first list is the names of comrades that I have lost in flying.\u00a0 The second list is the names of friends that I have lost through accidents on the way to the airport either in a car or on a bicycle.\u00a0 And finally, to make the picture complete, the third list contains the names of\u00a0 glider pilot friends that I have lost in any kind of traffic accident anywhere. \nThe first list, of friends lost flying, contains about 30 names.\u00a0 I will mention only the most prominent.\u00a0 Just during the last year in Germany there were:\u00a0 Helmut Reichmann, Ernst Peter, Hans Gl\u00f6ckl, Georg Eckle, Horst Kall and then tragically just a year later, his wife Marlis Kall.\u00a0 From Austria:\u00a0 Rudi G\u00f6bel and Alf Schubert.\u00a0 From Belgium:\u00a0 Prof. Sander.\u00a0 From France:\u00a0 Sidot and Daniel Quemere, chief flight instructors at St. Auban.\u00a0 From The Netherlands:\u00a0 Kees Musters.\u00a0 From South Africa:\u00a0 Heini Heiriss.\u00a0 As I said, these are just some of the more prominent names. \nNow the second list:\u00a0 there is no one.\u00a0 I haven’t lost any friends on the way to the airport.\u00a0 And I was somewhat surprised to find that for me, the third list of pilot friends whom I have lost in traffic accidents is also empty. \nIn the last 20 years we have lost 3 world champions including Harro W\u00f6dl, who is included even though I didn’t know him personally, from the total of approximately 30 world champions.\u00a0 In the last ten years, we have lost three former German national champions out of the less than 30 we have ever had.\u00a0 It would appear that you have about a 10% chance of joining them.\u00a0 That should raise the hair on the back of your neck. \nMy personal statistics lead me to believe that glider flying is at least 30 times more dangerous than driving a car.\u00a0 And since every glider pilot has a driver’s license, gliding is 1000 times more dangerous than the drive to the glider port.\u00a0 I admit that there are different statistics in different types of flying.\u00a0 To my mind, training is the least dangerous and cross country is more so.\u00a0 The most dangerous is probably competition flying.\u00a0 But even at that, the safest activity among these is only relative, since training for everybody is only a temporary period on the way to cross country and competition. \nWith all that I know and understand about gliding, I believe that the sentence, “The most dangerous thing about gliding is driving to the airport.” is the dumbest, most ignorant thing that has been said about our sport.<\/p>\n
“In the stronger language used by my kids, \nGliding is bloody dangerous!”<\/p>\n
Some who use this saying are simply ill-informed.\u00a0 Those who know better, but use it to pacify the public or to put things in a positive light for the press, are reckless.\u00a0 Actually the opposite is true.\u00a0 It is more dangerous than anything else that I do or know about in my life.\u00a0 Why don’t I quit?\u00a0 A good question.\u00a0 One reason I don’t quit is because it affords me more fun and pure joy than anything else I could imagine. \nThere is a second reason which is more decisive and that’s why I’m giving this talk.\u00a0 I believe that gliding is not intrinsically dangerous.\u00a0 It is the way it is practiced that makes it so.\u00a0 It could be much less dangerous if we were more aware of its dangers and behaved accordingly.\u00a0 Sadly, we don’t do this. \nI am very aware of how dangerous gliding is and take care to act on this awareness.\u00a0 Because of this, I hope to beat the odds.\u00a0 If I didn’t have this hope, if gliding were as dangerous as the odds make it appear, then I would quit immediately. \nAlmost all the soaring friends I have lost, have been killed due to “pilot error”.\u00a0 Some of these errors have been silly little things, the simplest kinds of carelessness with fatal consequences.\u00a0 They died because at the critical moment, something else was more important than flight safety. \nIf soaring is to become less dangerous than it\u00a0 is today, simply taking different precautions won’t do any good.\u00a0 The basic attitude must change.\u00a0 And the attitude can only change when we realistically evaluate the danger every time we fly.\u00a0 That is why I have fought against the thoughtless use of the saying that “the most dangerous part of gliding is driving to the airport.” \nAnyone who begins gliding with this philosophy does not appreciate the danger into which he enters.\u00a0 When the pilot believes this saying, he doesn’t have to think any more.\u00a0 Neglect kills safety consciousness. \nThe prevalent attitude is one of lulling comfort with the danger suppressed.\u00a0 Unconsciously, you know something is there, but you don’t want to talk about how dangerous it is.\u00a0 Why is the realistic consciousness of the risks so important?\u00a0 Because our strategy depends on how we evaluate the danger. \nThere is no activity without risk.\u00a0 Even if we don’t get out of bed in the morning, we could think of a scenario in which something bad could happen.\u00a0 But we don’t worry about such things.\u00a0 There are two very different kinds of danger.\u00a0 First are the ordinary everyday risks and second are the really dangerous things.\u00a0 People behave quite differently depending on which of these types of dangers they perceive are present. \nThere are the ordinary dangers at home, in sports, and games.\u00a0 For example, everyone knows that every year a certain number of people are hit by falling trees.\u00a0 In spite of this, people walk through the woods every day without fear of being hit by a falling tree. \nIt is unnecessary to work hard at avoiding the everyday dangers.\u00a0 You trust to luck because these dangers are so rare.\u00a0 It is extremely rare to be hit by a falling tree.\u00a0 On the other hand. there are the really dangerous and more probable things.\u00a0 There are ways to avoid these.\u00a0 The strategy for avoiding these real dangers cannot be to assume that “they won’t happen to me, but they may happen to someone else.”\u00a0 The strategy must be to avoid those dangers right from the beginning or, because that is not 100% possible, to minimize them to an acceptable level. \nIt is necessary to realize that these dangers are not rare but are actually rather likely.\u00a0 The dangers in gliding are relatively high as I have illustrated by my macabre statistics.\u00a0 Special care must be taken to survive our sport. \nI often have the impression that gliding is put in the same category as everyday traveling.\u00a0 The idiotic saying that “gliding is not as dangerous as the trip to the airport” makes this clear.\u00a0 Our consciousness of danger is under-developed.\u00a0 We don’t think that something might actually happen to us; others maybe, but not us.\u00a0 We have flight safety inspectors to insure safety and relieve of us of thinking about the subject.\u00a0 We can think about other aspects of gliding. \nWhat the safety inspectors tell us is, at best, secondary knowledge or advice.\u00a0 We have to change this.\u00a0 We must concern ourselves much more with the safety issue.\u00a0 It is not simply a rumor that our safety consciousness is under-developed.\u00a0 Let me illustrate this by some examples. \nI remember the German Nationals at B\u00fcckeburg in 1990.\u00a0 We had a variety of starting methods.\u00a0 The open class used a start photo and unlimited start gate height.\u00a0 The others used a start gate with a 1000 meter upper limit. \nOne hot day, we went to over 2000 meters on the nearby Wiehen Mountains.\u00a0 This was the beginning point for the open class who wanted to start as high as possible.\u00a0 That was already dangerous enough.\u00a0 There were 35 open class ships circling in one thermal.\u00a0 Anyone who knows what happens in the top part of the lift when the thermal hits its limit will understand me.\u00a0 When there is just barely lift on one side of the circle, you can hit a little sink on the other side and the air is very turbulent in this situation.\u00a0 This last part is particularly uncomfortable because the aircraft change altitude with respect to each other quite often. \nThe reason for 35 open class ships waiting there to start is obvious.\u00a0 But what were the 80 other standard and 15 meter ships doing up there?\u00a0 That remains a mystery to me.\u00a0 The only thing they were doing up there was waiting for the start gate to open 1000 meters lower.\u00a0 And when it did open, they all dove down with air brakes open at 110 knots. \nThe fact that the standard and 15 meter pilots squeezed the last 50 meters of height out of the thermal can only mean that something was wrong with their thinking.\u00a0 I say this because there was no advantage in their being so high and putting themselves in such danger.\u00a0 Circling in such a crowded gaggle is something to avoid as much as possible.\u00a0 Before the beginning of the task, the general rule is not to put yourself at a disadvantage.\u00a0 One is supposed to “keep your powder dry” until it is time to begin in earnest.\u00a0 The standard and 15 meter classes that gained every possible bit of altitude had not only no use for it, but gave themselves a severe disadvantage since it took\u00a0 a relatively long and extreme dive to get down to start gate altitude.\u00a0 It would have been smarter to stay close to the start gate where the competitors could be watched and a quick start could be made.\u00a0 1300 meters agl would have been a much better position.\u00a0 The standard and 15 meter pilots had done something which was not to their advantage and unsafe at the same time. \nI call that inadequate safety consciousness; they simply didn’t think.\u00a0 It would have been more sensible to circle at 1400 to 1500 meters in the lift and spread themselves out a bit.\u00a0 In any case, going to the top was neither smart nor safe. \nA second example is something which happens over and over at contests.\u00a0 The tasks are chosen such that there is opposing traffic or all classes are sent on practically the same course.\u00a0 During the first two or three days they seem to avoid this but after a while it creeps back in.\u00a0 Something isn’t right here and it should be easy to fix.\u00a0 Since the conditions for all classes are the same, even taking into account the weather forecast, there is nothing to prevent separating the classes so that they wouldn’t even see each other during the day.\u00a0 The task setters seem completely unaware of the dangers involved in having large groups of gliders flying together. \nThe third thing I want to mention is a positive example.\u00a0 Last summer, at the US Nationals, I saw something that impressed me very deeply.\u00a0 Every morning at the beginning of the pilot’s meeting there was a Safety Talk.\u00a0 Each day someone was picked to give a 10 minute safety session the next morning.\u00a0 Sometimes they were rather unpolished – not everyone is a born public speaker.\u00a0 But they were all plain speaking people who were pilots entered in the contest.\u00a0 They had all been around and they all had something worthwhile to say.\u00a0 I was very impressed by the good thoughts that were presented.\u00a0 The audience listened attentively and seemed interested in the topic of safety. \nWhy doesn’t this happen at our contests?\u00a0 During the briefings at our contests, we talk about the points in the hand-outs that people are too lazy to read beforehand.\u00a0 I can’t remember ever having spent any time talking about safety at one of our contest briefings. \nI am definitely not a person who preaches safety all the time.\u00a0 Nor did I invent the topic of safety.\u00a0 I know my own limitations, but I also know what I’m talking about.\u00a0 I have just barely lived through the past 20 years with much luck.\u00a0 Normally, about 80% of the people who have the kind of accident I did die.\u00a0 More than half of the rest are so badly injured that life is not much fun anymore. \nYou only have so much luck during a lifetime.\u00a0 Since the accident, I try to be careful.\u00a0 I believe that I am considerably better, certainly not perfect, but better.\u00a0 If I didn’t believe that, then I would quit gliding immediately out of consideration for my family, my business, and myself. \nThose who have flown with me in competition know that there are certain things that I will not do.\u00a0 I remember a situation during the 1985 world comps in Italy when I was flying with Klaus Holighaus.\u00a0 He was a little higher than I and we were having a problem.\u00a0 He flew out of the light rain in the valley over a pass with a turbulent crosswind .\u00a0 We really didn’t know which way the wind was blowing and we could have been flying into a lee wind off the pass.\u00a0 Our height over the pass was at best 60 to 70 meters and we had about one to two kilometers to fly to get to the pass.\u00a0 Even though the passage appeared to be possible and Holighaus was practically through, I turned back into the bad weather.\u00a0 At that moment, I said good-bye to the ranks of pilots who seriously considered themselves in contention for the world championship title.\u00a0 I was never sorry for the decision I made. \nThere was a 99% chance that I could have made it through the pass.\u00a0 Klaus was a little higher and made it.\u00a0 I would have made it if nothing unforeseen had happened.\u00a0 However, only the smallest thing needed to have gone wrong such as flying a little to the right or to the left of Klaus’ path.\u00a0 That can make a big difference in a pass.\u00a0 Then I would have been stuck up there over the unlandable pass. \nI’m quite prepared to take risks in normal gliding and even higher risks in competition flying.\u00a0 At first glance, this statement is confusing.\u00a0 But if you don’t allow yourself some risk in competition, then you might as well quit gliding altogether because gliding is more dangerous than not gliding.\u00a0 If I’m willing to take the risks of gliding in the first place, why not the additional risks of competition? \nWhat is important is something quite different.\u00a0 Namely, whether what I choose to do is worth the risks involved.\u00a0 What is the degree of risk?\u00a0 What can I do to minimize these risks?\u00a0 The short and simple conclusion is that one can question exposing oneself to the danger of all soaring, including the drive to the airport.\u00a0 All of it is more or less dangerous.\u00a0 In fact everything is more or less dangerous including all other sports.\u00a0 So what’s to be done? \nEverybody has to develop a safety strategy for himself.\u00a0 The simplest is to eliminate the risks that are completely unnecessary.\u00a0 For example, circling in gaggles unless absolutely necessary.\u00a0 In addition, we should be aware of the risks we do take and try to reduce them as much as possible.\u00a0 We should set risk limits for ourselves and not go beyond these limits.\u00a0 We should be permanently watchful.\u00a0 He who pays attention and watches out for the simplest things can avoid catastrophe.<\/p>\n
In any case, if you have a risk conscious safety strategy, that is a much more successful method of surviving this sport than to simply hope that you have more luck than your friend who takes a hit.<\/p><\/blockquote>\n
Bruno Gantenbrink: Safety Comes First Translated by David Noyes, Edited by Beth Langstaff The following article was published in Aerokurier, February, 1993. If you would like to print some copies for wider distribution, publication is not only permitted but encouraged by the author. Bruno Gantenbrink: \u00a0\u00a0 My talk was advertised as a banquet speech.\u00a0 What […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":13414,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":"","_trash_the_other_posts":false,"editor_notices":[],"footnotes":""},"class_list":["post-13629","page","type-page","status-publish","hentry"],"rankMath":{"parentDomain":"dg-aviation.de","noFollowDomains":[],"noFollowExcludeDomains":[],"noFollowExternalLinks":false,"featuredImageNotice":"The featured image should be at least 200 by 200 pixels to be picked up by Facebook and other social media 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\u00a0\u00a0 My talk was advertised as a banquet speech.\u00a0 What does one expect of such a presentation?\u00a0 Something pleasing, something educational, in any case, something positive.\u00a0 Nothing which disturbs one’s picture of gliding.\u00a0 In this sense, my talk is not a speech suitable to a celebration.\u00a0 What can one say that is celebratory of safety?\u00a0 This presentation may frighten you, provoke you, or make you think.\u00a0 All of these reactions are to be expected.\u00a0 It does not matter to me whether what I have to say will cause negative or positive headlines in the press.\u00a0 If somebody comes to me afterward and says, “Is it really necessary for you to air our dirty linen with press present and strangers listening?”\u00a0 It will not concern me in the least.