SIV Course - Annecy

Accommodation & Meeting Point

· Airtrips Staff are staying in Doussard – You are responsible for your accommodation and we recommend that you too stay at the Lac Bleu. We will set up a Telegram group to help you organise chalet sharing if you wish to do so.

· Our minibus collects from Geneva French side – P21 rental car drop off car park.

· We will muster at the SIV landing area each morning for the initial pre-flight briefing. The time of the meeting will be advised on the day beforehand and is subject to the weather.

Flying Site

· SIV take-off at the Montmin Col de Forclaz launch.

· Landing site - the new SIV lakeside landing field, Doussard.

· Hazards – road between lz & lake, trees behind lz, the lake! Other pilots.

· We may need to wait for anabatic flow to establish before we can launch. Strong anabatic flow will generate a lake breeze, which may become too strong for safe flight around lunchtime.

· Katabatic flow (back wind) may shut down the launch before dusk.

· There is likely to be some snow on the mountain. Bring warm clothes.

You will need

· Glider – you are responsible for ensuring that the glider is airworthy, with particular attention to porosity, line lengths and cloth tear strength. If your glider was certified with collapse lines, we suggest that they be fitted for SIV.

Read the manual – if certain manoeuvers are not advised you should not perform them.

· Harness – you will need to remove or disable the back protector for the SIV flights. Don’t leave your protector in our bus because they get lost and mixed up. The harness must be airworthy and strong enough to SIV. Check it carefully before we leave the UK on Friday lest we need to bring one for you to hire. Some composite seat plates are not suitable for SIV and should be replaced with plywood ones. Your waist strap must be set appropriately.

· Reserve – this must be big enough, not so long that the main canopy would interfere with opening and must have been repacked within the last three months. We may be able to repack reserves there, but cannot guarantee the cleanliness of the packing area. We will check reserve deployment systems prior to SIV flights.

· Radio - we will be using 2m radio. You will be expected to bring your own, but we can hire them out if booked ahead. I recommend a waterproof radio, but a case may work…

· Vario – we will be free flying if the opportunity arises, so it’s nice to have a vario.

· A change of clothes & shoes/boots…

· A four gang adapter is good for charging toys

· Medevac Insurance is obligatory, available from Airsports Insurance and elsewhere.

Transport

We have our minibus and will have a car.

Time to launch about 30 mins

Number of flights per day is dependent mainly on launch adroitness.

Boat

If you do go into the water:

DON'T PANIC - your buoyancy aid will keep you afloat indefinitely.

Keep your helmet on.

Look for the boat and raise one arm to signal the coxswain that you require rescue

Try to avoid kicking your legs else they will get tangled in your lines.

Don't swim towards your wing or reserve

The coxswain will advise you of the best method for boarding the boat, usually over the stern.

Video

We plan to video all manoeuvers. However, staffing & technical limitations may restrict our ability to do so.

We aim to show the video footage at the end of each day's flying, particularly if anyone struggles with any manoeuver.

A badly edited SD of the course will be given to all participants.

Luggage

We will be making our first familiarisation flight as soon as you get to Annecy, so please ensure that any non-flying kit can be quickly separated from your glider and that you can track down all required kit promptly.

Manoeuvers

· Big ears

· Bunny ears (glider dependent)

· Asymmetrical deflations

· Symmetrical deflations

· B-line stall

· Spiral Dive

· SAT spiral dive (not the SAT!)

· Full Stall

· Spin

· Stall exit from Spin

· Wing-overs

· Accelerated asymmetrical deflations

· Accelerated symmetrical deflations

· Pitch induced deflation

· Turn reversal

I strongly recommend that you watch Instability 2 until you can regurgitate the entire script.

Manouvering area in green, landing area in orange. DO NOT fly over the nature reserve to the east of the Launch

General Information

During the course

· Only perform manoeuvers over the lake and in the box!

· You MUST wear your buoyancy aid when there is ANY risk of landing in water.

· You MUST remove your back protector when there is SIGNIFICANT risk of landing in water, i.e., when performing SIV manoeuvers. (Airbag systems must be disabled)

· Please do not attempt any manoeuver for which you have not been briefed during your pre-flight briefing.

· Limit partying - you do need to be awake & not hung over…

· Please avoid any drugs, recreational or otherwise. If you are taking any prescription medication, please obtain clearance to operate 'heavy machinery' and ensure that you have advised me prior to any flight.

· You are recommended to use a waterproof radio pouch. Headset leads may compromise watertightness.

Ready Pilots are clipped in & holding mushroomed gliders! Please unpack & check your glider promptly on arrival at launch, even if it looks like there may be a wait for a weather window or some other delay.

What could possibly go wrong?

Cravat

Caused when your glider side-slips, such as in an asymmetrical stall recovery, accelerated asymmetrical deflation or when hit by a gust from the side. The wing tip weaves its way in amongst the lines and becomes trapped. In worst case scenario, it is held flat against the direction of airflow, behaving like a large air brake. The result can be a violent spiral dive, colloquially known as a death spiral…

Normally difficult to induce.

An optional manoeuver, it is most readily entered by full stalling, then releasing one brake ahead of the other or by poor co-ordination during a wingover.

To recover:

If the cravat is quite small, you may be able to limit the turn to a lazy 360 or better by application of countering brake.

If you have time on your hands, find the stabiliser line and pull it in to unravel the wing tip.

If the cravat is larger, pull and release a big ear, this may clear it or it may be possible to fly the glider to a safe(r) landing with big ears applied.

If the cravat is larger still, pull and release an asymmetrical deflation, this may clear it or it may be possible to fly the glider to a safe(r) landing with a deflation held in.

If the cravat is larger still, slow the glider to approach the stall. Just before stalling the wing tip may unravel, alternatively, you may have to enter a fully established stall to recover it.

If it is not possible to clear the cravat or if you do not have height in hand you should consider your reserve…

Death Spiral

Any fully established spiral dive will almost certainly kill you if you hit anything, including water.

You must pull out of the spiral - you may need to use both hands on the outside brake.

If necessary stall the glider.

If necessary deploy your reserve.

Line twists

These occur when you have your chest strap set too tight &/or you encounter a rapid change of rotation, such as with a serious cravat. Leaving your legs out in front will increase the risk of this occurring; Tuck your legs under you.

Deal with any spiral first, even hitting water in a spiral can be fatal.

If necessary stall the glider.

Typically you can apply brake when lines are twisted but you cannot release them again until the twists are out!

Sometimes you may be able to reach above any twists for the brake lines.

Having established straight & level flight, then attempt to kick out the twists. Reaching above the twists should allow you to rotate yourself.

Is it Spiralling or Spinning?

Is it a spin or an asymmetric deflation?

It is unlikely to be spinning unless you stalled one side.

If you suffered a deflation, then it is spiralling

You must learn to recognise the difference, because the corrective actions are opposite!

In a spiral, the G forces can be very high

In a spin, G forces are usually low, the world just rotates around you!

Counter brake any spiral.

Release brake to allow a spin to recover

A-Line Stall or front rosette

A dated rapid descent technique. Can occur from a symmetrical front deflation.

Some gliders may rotate rapidly in this configuration!

To generate: Take the inner A line from each front riser and pull down.

The wing tips will come together, forming a front rosette

The glider stalls and descends fairly rapidly

To recover: release the lines and the glider should spontaneously recover. You may need to pump the brakes briskly once.

Be prepared to damp the dive

Reserve Deployment

The instruction to deploy your reserve will be given three times, followed by three tone bursts on the radio. Look for the reserve handle then putting your thumb into the handle, grasp it firmly. Move it in the appropriate direction to disengage the pin(s), then in the appropriate direction to extract the reserve from the harness. If spiraling, throw the reserve with gusto past your feet, i.e. out from the center of rotation. If deep stalled or helicoptering, throw the reserve up at 45 degrees in the reverse direction of any residual lateral motion. If the reserve opens, disable the main by pulling on both B risers. Not brakes and not D risers. Do not gather the wing in towards you as it will help to reduce oscillation if left out. If brought in it will increase descent rate and oscillation. If the reserve has failed to open give the bridle a jerk then immediately release it. If still no joy pull the reserve back to you and throw it again. If still no joy, bring it to you and get it out of the bag, giving it a shake out if required!

The Hard Deck.

Whenever you are flying over land, you should establish a hard deck altitude, below which you will stop messing about or, if you are in an unstable situation, you will deploy your reserve. I would recommend no less than 500' and maybe 1000' if you are cascading.

For this course, we will be operating over water, so we can be a little more relaxed. I would suggest 300' for both reserve and silliness!

Pilotage

We aim to get you confident with control of your glider’s pitch and roll during the course. You will be asked to set up pitching oscillations and to damp them out (CP TASK) and to make rapid turns and changes in turn direction (turn reversals) These pilotage skills are more easily developed in safety during an SIV course than on the hill at home.

Schedule of SIV Flights

The following schedule is ideal, but it may be appropriate for some pilots to repeat certain elements or to leave some elements until a later course:

Flight 1

Wing-overs (small ones!)

A good way stay in a small thermal on a ridge when you are too low to thermal.

A good way to lose height in a confined area (when maintained at small amplitudes.)

A good way to break your ankles when performed at 10' agl in front of the Dyke…

Induce a sharp turn to the left with brake & weightshift.

Wait for your glider to yaw ~90 degrees.

Release the brake & apply opposite brake & weight-shift.

repeat until sick!

Asymmetrical deflations (uncountered)

Just reach up, grasp your 'A' riser and throw it at your knee. Don’t forget to let go of it!

Your glider should simultaneously dive and rotate 90 degrees or as specified by its DHV rating. It should recover spontaneously, or as specified by its DHV rating.

Asymmetrical deflations (countered)

Just reach up, grasp your 'A' riser and throw it at your knee. Don’t forget to let go of it!

Counter the turn with opposite brake. You should be able to counter the turn with only a small amount of brake and continue in a straight line. Recovery of the deflation may require pilot input - pump the brake on the deflated side 'down, 1000, up' and remember to make a deep smooth pull on the control.

Symmetrical deflation

Reach up, grasp both your 'A' risers and throw them down. Don't forget to let go!

Your glider will momentarily stop. You will continue ahead of it, dropping. Once your weight is applied to the rear lines, the glider will spontaneously reinflate.

High performance wings may front horseshoe and tired or under-laden wings may not recover. A deep application of both brakes, "down, 1000, release" should sort the problem.

B-line stall

Just reach up, grasp both your 'B' risers firmly and pull them down towards your shoulders.

If the glider is snaking violently, ease up a little.

To recover, release them quickly.

Too slow a release may induce a deep stall. If so, do it again!

Hard Deck 500'

Big Ears & bunny ears

Hard Deck 200'

Make a safe landing!

Flight 2

Wing-overs (still small ones)

A good way stay in a small thermal on a ridge when you are too low to thermal.

A good way to lose height in a confined area (when maintained at small amplitudes.)

A good way to break your ankles when performed at 10' agl in front of the Dyke…

Induce a sharp turn to the left with brake & weightshift.

Wait for your glider to yaw ~90 degrees.

Release the brake & apply opposite brake & weight-shift.

repeat until sick!

Asymmetrical deflations (countered)

Just reach up, grasp your 'A' riser and throw it at your knee. Don’t forget to let go of it!

Symmetrical deflation

Reach up, grasp both your 'A' risers and throw them down. Don't forget to let go!

Your glider will momentarily stop. You will continue ahead of it, dropping. Once your weight is applied to the rear lines, the glider will spontaneously reinflate. A deep and rapid pump and release on both brakes should encourage quicker reinflation. Do not hold the brakes down at all for any length of time.

High performance wings may front horseshoe and tired or under-laden wings may not recover. A deep application of both brakes, "down, 1000, release" should sort the problem.

Search for deep stall

Just reach up, grasp both your 'B' risers firmly and pull them down towards your shoulders.

Very carefully release them slowly, taking maybe 5 seconds to complete the release.

If your glider deep stalls, you will observe:

1. The absence of airspeed.

2. The glider looks slightly foreshortened and with the ribs sticking out like a hungry horse.

If this occurs, apply both B risers firmly and release them quickly. This MUST be done symmetrically. Alternatively push the front risers away from you to accelerate the wing. This is becoming more common as performance increases and AoA reduces. Starting with feet in the speedbar ready to push may be useful.

Hard Deck 500'

Make a safe landing!

Flight 3

Wing-overs

Induce a sharp turn to the left with brake & weightshift.

Wait for your glider to yaw ~90 degrees.

Release the brake & apply opposite brake & weight-shift.

repeat until sick!

Full Stall

An intentional manoeuvre used to escape from strong lift or recover from an unstable or cascading situation. Remember that it is better to hit either ground or water in a stall rather than a spiral.

A poor stall recovery could result in a cravat or if particularly badly executed, you may fall into the canopy. For this reason, like every other maneuver, the stall is not mandatory.

Take one wrap and smoothly pull both brakes fully down, keep your arms locked in this position, if necessary holding your seat base.

If, after the first oscillation or so, the glider is still thrashing, ease up a little.

To recover:

1. slowly pre-release a little brake until the wing tips are no longer folded in front of the wing.

2. release the brakes (If oscillating, when the glider is at its furthest point forwards)

3. The glider should surge forwards and dive, gathering airspeed. If the surge is violent, you can counter as much as necessary to prevent the glider going to your horizon.

4. Do not counter so much that the glider re-enters a stall/spin.

Whip Stall

Used to recover cravats and stop cascades

From normal flying speed, initiate a pitch forwards then vigorously apply both brakes fully and lock your arms.

The glider will pitch back, then you will swing back underneath it, giving the impression that it has pitched forwards.

At the point of full forwards pitch release to 30% brake (You may need to pre-release slightly to recover any front rosette)

Search for Stall

From normal flying speed, slowly apply both brakes.

As soon as you observe your wing tip(s) begin to peel back, release the brake.

The glider will pitch forwards and dive to recover flying speed. If you find the stall you must complete the manouever as for Stall. If you release the brakes with the wing behind you, you could end up in the wing!

Hard Deck 1000'

Asymmetrical deflations (countered)

Just reach up, grasp your 'A' riser and throw it at your knee. Don’t let go of it!

Hard Deck 300'

Make a safe landing!

Flight 4

Wing-overs (larger)

A good way to break your ankles when performed at 10' agl in front of the Dyke…

Induce a sharp turn to the left with brake & weightshift.

Wait for your glider to yaw ~90 degrees.

Release the brake & apply opposite brake & weight-shift.

repeat until sick!

Hard Deck 1000'

Search for Flat Spin

Typically occurs when thermalling just a little too optimistically. You are flying very slowly with a high rate of turn and try to make the glider turn too tightly. You experience a 'skidding on ice' sensation as the inside wing drops back.

To search, slow the glider to just below minimum sink rate. Then apply a steadily increasing rate of turn.

Immediate release of the inside brake will allow the inside wing to recover normal flight.

Holding brake input for too long will allow a helicopter or flat spin to develop.

To recover from this, if the glider is oscillating, wait for it to reach its furthest point forwards then release the brakes to 1/3 position. If the glider is not oscillating release the brakes to 1/3 position, but expect a more vigorous dive, which may require countering.

Option: stall recovery from flat spin

Hard Deck 1000'

Amp Max Spin

Typically occurs when avoiding a mid-air. You are flying fast when you make a large brake input and maintain it. You will feel the braked wing peel back, your glider will begin to rotate.

To mimic, just fly fast, make a large brake input and maintain it.

Allow your glider to make a 180 degree course change then release the brake.

The glider should surge forwards and dive, gathering airspeed. If the surge is violent, you can counter as much as necessary to prevent the glider going below your horizon.

Do not counter so much that the glider re-enters a stall/spin

Hard Deck 1000'

Asymmetrical deflations (countered)

Just reach up, grasp your 'A' riser and throw it at your knee. Don’t let go of it! Allow a turn to develop.

Then counter the turn with opposite brake. You should be able to counter the turn with only a small amount of brake and return to flying in a straight line. Recovery of the deflation may require pilot input - pump the brake on the deflated side 'down, 1000, up' and remember to make a deep smooth pull on the control.

Turn Reversals

Gradually build up turn reversal rate avoiding spin:

Perform a rapid spiral entry to the right, then level the controls, as the swing through commences, perform a rapid spiral entry to the left, &c.

Hard Deck 300'

Make a safe landing!

Flight 5

Wing-overs (larger)

Induce a sharp turn to the left with brake & weightshift.

Wait for your glider to yaw ~90 degrees.

Release the brake & apply opposite brake & weight-shift. Repeat.

Accelerated asymmetrical deflations (countered)

Apply full speed bar, reach up, grasp your 'A' riser and throw it at your knee. Don’t forget to let go of it!

Release the bar.

Counter the turn with opposite brake. You should be able to limit the turn to 90 degrees or as specified in your DHV cert. DON' T STALL THE FLYING SIDE

Recovery of the deflation may require pilot input - pump the brake on the deflated side 'down, 1000, up' and remember to make a deep smooth pull on the control.

On high performance wings, this can result in a cravat…

Accelerated symmetrical deflations

Apply full speed bar, reach up, grasp both your 'A' risers and throw them at your knees. Don't forget to let go!

Release the bar.

Your glider will momentarily stop. You will continue ahead of it, dropping. Once your weight is applied to the rear lines, the glider will spontaneously reinflate.

Spiral Dive

The old way:

Induce mild wingover.

Apply inside brake and maintain turn direction.

Steadily apply more brake as you feel increased g loading.

Glider 'locks in' when at your horizon.

Steadily apply more brake as you feel increased g loading.

glider rotates to face towards the sea.

The new way:

Start from straight and level flight and mid brake applied. Weight shift and apply one brake to minimum manouevering speed and the other to full hands up, all simultaneously. Spiral entry will be much quicker.

To recover:

Reduce the applied brake to allow the glider to rotate back to face horizon.

Hold in this 'tight 360' until excess energy dissipated.

Carefully reduce turn rate until flying straight & level.

You will be somewhat disoriented and may not be able to tell if your glider is flying normally. Assume that it is! Normality will return after a few seconds.

Hard Deck 500'

Recover senses!

Make a safe landing!

Flight 6

Wing-overs

A good way to break your ankles when performed at 10' agl in front of the Dyke…

Induce a sharp turn to the left with brake & weightshift.

Wait for your glider to yaw 180 degrees.

Release the brake & apply opposite brake & weight-shift.

repeat until sick! Exit by changing it to a spiral dive.

Pitch induced deflations

This mimics deflations occurring due to poor exits from other manoeuvers.

Apply positive brake input to pitch glider back. Release and wait for glider to pitch forwards. When glider reaches its most forwards point, apply another positive brake input to pitch glider back.

Glider should reach approximately your horizon behind you before it deflates as it approaches you horizon ahead.

Recover as per symmetrical deflations (countered)

Spiral Dive

Start from straight and level flight and mid brake applied. Weight shift and apply one brake to minimum manouevering speed and the other to full hands up, all simultaneously. Steadily apply more brake as you feel increased g loading.

glider rotates to face towards the sea. Then release inside brake. Glider should dive harder.

To recover, apply brake to slow the wing then add asymmetry to allow the glider to rotate back to face horizon.

Hold in this 'tight 360' until excess energy dissipated.

Carefully reduce turn rate until flying straight & level.

You will be somewhat disoriented and may not be able to tell if your glider is flying normally. Assume that it is! Normality will return after a few seconds.

Hard Deck 500'

Make a safe landing!

Optional extras:

Spin to stall

Stall from spiral

Reserve deployment