Critical Flying Situations

The following are situations where correct reactions are critical. There are sometimes compounding issues, but the basics remain the same. Most of these situations are included in questions on the P2 exam, so these descriptions should cover the basic concepts of dealing with these critical situations.

All student pilots are recommended to attend a maneuvers clinic to learn these techniques directly. There is no substitute for experience and practice to help a pilot’s ability to react correctly when such situations occur in the real world.

Situation	Primary Reaction
Asymmetric Collapse	Maintain Direction with weight shift and or opposite brake, then use a slight pull on collapsed side brake to clear collapse.
Discussion	We have long used the acronym for this – “Steer, then Clear”. “Steer” mean – pull enough brake to maintain direction. “Clear” means – help eliminate the collapse.The reason to steer first is to control direction. This is important because the wing will tend to turn toward the collapsed side as a result of drag created on the collapsed side. If the wing does begin turning toward a collapse, it can generally increase into a very dangerous spiral. Often, after direction has been maintained, the clearing will often happen on its own. If it does not, then a light pull on the collapsed side will help to reinflate it.
Asymmetric Collapse with a Cravatte	Same as above, but normally requires stronger weight shift to maintain direction. Sometimes a bad cravatte might require extra techniques to remove.
Discussion	The primary is still the same, Steer, then Clear! With directional control achieved, then there are a couple of ways to help a cravatte come out. One possible technique is to use the stabillo line to pull the tip down and help remove it. Another is to use the split A to reinduce a collapse on the same side. Advanced and experienced pilots have also intentionally induced full stalls to fix a cravatte, but this is an extreme maneuver and one must be an expert with such to try! If a glider enters a spiral with a cravatte and is unable to fix such, this would be a time to consider throwing the reserve.
Blowback	You are high above a ridge or Mountain and begin to realize that you are either moving backwards or not forward at trim. You need to immediately use your speed bar fully to penetrate forward and away from the ridge. If you are going forward and still ascending, you need to add Big Ears. A full article discusses the preferable goal of preventing this with management and more depth to the solutions.
Discussion	Keep in mind that the top speed you can get is achieved with full speed bar. If you can penetrate forward, upwind of the lift, you should be able to descend below as you move upwind of the ridge lift. Adding big ears actually reduces the top speed, but increases the descent rate enough to counteract the lift. In wind gradients, getting lower equals moving into less wind, and as a result, increasing your ability to penetrate upwind.
Deep Stall, or Constant Stall	Release brakes to full up position and lower angel of attack with speed bar or by leaning on/pulling downward on the A risers.
Discussion	The cure for a wing that has entered a deep (aka constant stall) is to lower the angle of attack. Most modern wings will rarely enter this, but if they do, lowering the angle of attack will help increase the air speed and this will help the laminar flow reattach to the top of the wing. This can be done by pushing the speed bar or if this is not possible leaning on, pulling outward or slightly down on the A risers.
Frontal Collapse, Symetrical	Normally, full frontal collapses fix themselves. If the leading edge remains tucked under, pull the brakes deep enough to open the center cells and the wing sould re-inflate.
Discussion	When the leading edge tucks under as the result of a frontal collapse, the wing loses most of its forward velocity and lift. It then descends and this will usually re-inflate the wing. If a frontal happens with the speed bar pushed, it can be more aggresive. If a frontal happens with the speed bar pushed, release pressure from the speed bar, the pull the brakes enough to help the cells reopen.
Glider has entered a SPIN	Unstall the wing by making sure both brakes are not pulled (up to pulley)
Discussion	Spins occur because one side of the wing has been stalled. Normally spins are almost always induced when a pilot has been flying too slowly or has over-pulled one brake. By letting both brakes up, gliders will normally exit the spin on their own. In a spin, the glider generally stays above the pilot and rotates around an axis within the span of the wing. Spins do not have the high rate of descent that is seen in a spiral, but resultant riser wraps and disorientation can be great.
Glider is in a SPIRAL	Let inside hand up smoothly and remove any inward weight shift.
Discussion	Normally a spiral happens with inside weight shift and lots of inside braking. By removing both of these smoothly the glider should exit a spiral. Gliders will tend to surge a bit on the exit from a spiral. It is best to exit slowly and the surge will not be strong. If the surge is strong, use active flying to manage.
Tree Landing	If you have no choice but to land in a tree, it is best to use the tree to prevent yourself from the ground. Bushy trees, try to land in the top center to get the glider to catch and hang on the top.
Discussion	The best real advise for this, is plan well and never face this situation. However, if you end up with this as the only choice, your decisions will be situational. With Bushy trees, you might be able to flair into the top and center of the tree and then release the flair to drape the wing over the tree. With pointy trees, you will have to make decisions based on your ability and how much room is between the trees. If you do try to land between trees, if some of the wing hits the tree, you might fall or spiral to the ground. If possible to fly into, possibly flair and catch some branches, this might be the best you can do.
Water Landings	If you have somehow landed in or even near water, the first thing to do is to free yourself from the harness and get clear of the lines. If you are in moving water, also try to swim upstream of the lines. Make sure that your hook knife is always on your harness, ready for use and is attached to the sheath or harness with a lanyard.
Discussion	Water landings can cause drowning. Still water like a lake is much less hazardous than Surf or Streams or Rivers, but line entanglement and the harness can make swimming extremely difficult. Many harnesses will also tend to force a pilot onto their front side because they float behind the pilot. Getting free of the harness and and glider lines is the immediate plan should you land in water. I have taught next to the Pacific Ocean for many years. I use the expression, “It is better to crash downwind into the beach or cliff, than to land calf deep in the water”. Rescuers can get a crashed pilot off the cliff, but may not be able to assist a glider in the water. If you are in a situation where you know you will be landing in water, you can prepare yourself by doing the following: Unbuckle one leg strap, your chest strap and even your waist strap. Be ready to use your hook knife to cut risers or lines to clear yourself from your glider should you be unable to unbuckle all necessary fasteners.