Heads up vs Instruments
(The safe use of instruments on a cross country)

(The following was posted to the aus-soaring email list by Robert Hart. It will be updated as and when useful comments are received)

Glider cockpits are becoming ever more crowded with more sophisticated computerised instruments. This inevitably creates a tension between using these instruments and the vital issue of good look out. This tension is particularly evident when flying in competitions: good decision making requires use of the on board instruments and flight computers, but there are many gliders in the air, probably quite close by, and so excellent lookout is a necessity.

My glider, Nimbus 2c "Alice in Wonderland" has a Cambridge system with two LCDs - LNAV and GPS, along with the usual analogue instruments, audio variometer and radio. The other main in-cockpit distraction is a map. Not as sophisticated as the latest 'glass cockpits', but a pretty generic setup for many single seaters.

This tension was very clear to me when flying in the Queensland State Gliding competition - my first major competition. During that intensive period of flying, I found the only way to make sure I managed my flight efficiently whilst keeping a really good lookout was to develop some guidelines for myself. Inevitably, writing these down resulted in more thinking and honing - a process I expect will continue - a process to which you are invited to contribute by emailing me your ideas on this subject.

  1. Thermalling

    2. Do not use the analogue vario(s) - only the audio vario and glance occasionally at the averager (max of once per 360). Keep your head UP and scanning outside (other gliders, centring landmarks, better lift indications etc) apart from these glances.

    Before entering the thermal, confirm the heading on which to leave the thermal. Towards the top of the thermal, make sure the compass is set up at the right angle of inclination so we can roll out correctly (other aircraft willing). Accelerate slowly on leaving (to avoid descending on top of other gliders) and only glance at the GPS to confirm the correct heading.

  2. On course

    3. Use an occasional check of the GPS to ensure we are on the approximate course for the next turn point or when deciding on deviations towards more distant lift. Similarly, use an occasional check on the final glide computer for height required to the next turn point or finish.

    Whilst on course, make sure the blind spots (above and below the glider) are checked occasionally - a gentle weave may be necessary if 'following the lift' does not produce these naturally. This is particularly important approaching/leaving a turn point, on final glide and heading towards a thermal with at least one glider turning in it: all of these concentrate gliders on to similar headings/destinations and so one or more gliders could well be closing on us in our blind spots (and we in theirs).

    Even with a GPS on board, it is quite important to know (at least approximately) where you are on the map (instruments can fail for a variety of reasons). Make sure your map is properly folded and accessible. It is also worth making sure its stowage is secure. Many years back (in a Skylark 2) I had a map jump out of its stowage and unfold in front of me when I hit a gust!

    Use the map as much as necessary but as little as possible: just enough to keep current on the approximate location, the next leg heading, turn point location relative to landmarks and such.

  3. Rounding a Turn Point

    4. First off, check the heading to the next turn point and then, during initial approach, occasionally glance at the GPS to fix the point on the ground with the GPS (they are not always where you think they are). Determine the track through to make the FAI sector (and/or the 0.5 km radius barrel) using visual markers and then keep the head UP (see above) and check the blind spots during turns!

    Leaving the turn point, get established on course by compass and only when well clear switch the GPS to the next turn point.

  4. Longer times with the instrumentation

    5. These are occasionally needed (such as selecting an unprogrammed turn point). Knowing one's instrumentation can minimise these (for example, learn the number of button pushes required to get to particular screens), but one still may need to have the 'head in the office' for several seconds at a time.

    For these situations, I use a modified HASSLL first - modified in that the clearing turns are simply the left/right weave necessary to check the top and bottom blind spots thoroughly.

    This is not an overkill - straps DO loosen and thus need to be tightened and a loose article check is similarly a good idea from time to time. Likewise checking the status of flaps, u/c etc is also useful...how many of us have not left our undercarriage down on occasions or had flaps incorrectly set? I use 'Location' to make sure I'm not going to have my head in the office for some time where other gliders might concentrate.

    Using an existing check also saves my brain from remembering another one!

There is nothing terribly startling about any of this - but taken together I believe they help me handle what can be an extremely busy cockpit during a cross country flight or a competition - whilst still enjoying myself.

I am sure I am not the first person to have thought about this issue - so let me hear what you do or what you think of my suggestions. Please email me with your comments.

Robert Hart

November 2002


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