Title: Safe Winch Launching

This quiz is designed to test your knowledge of the hazards of winch launching and provide information on how to winch launch safely.

After you select an answer the quiz automatically advises you whether the answer is correct, with an explanation. Even if you have got the answer right, do read the explanation as it may contain information that is new to you.

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If you remain unsure about any of the answers or how to apply the information given, you should consult an instructor.

This version of the quiz was updated in January 2018.

Q: Q1. Section 1 - Introduction

Approximately how many people were fatally or seriously injured in UK winch launch accidents between 1974 and 2005?
- 5 (Incorrect. A total of 108 people suffered fatal or serious injuries during this period. Note, however, that these 36 fatal and 72 serious injuries were distributed among 9 million winch launches. The overwhelming majority of winch launches are therefore safe, with one fatal or serious injury in about 85,000 launches. Between 1974 and 2005 a total of 276 gliders were destroyed or substantially damaged in connection with a winch launch for a rate of about 1 in 30000 launches. A total of 667 gliders were involved in a winch accident of any kind, often minor, for a rate of 1 in 14000 launches.)
- 50 (Incorrect A total of 108 people suffered fatal or serious injuries during this period. Note, however, that these 36 fatal and 72 serious injuries were distributed among 9 million winch launches. The overwhelming majority of winch launches are therefore safe, with one fatal or serious injury in about 85,000 launches. Between 1974 and 2005 a total of 276 gliders were destroyed or substantially damaged in connection with a winch launch for a rate of about 1 in 30000 launches. A total of 667 gliders were involved in a winch accident of any kind, often minor, for a rate of 1 in 14000 launches.)
- 100 (correct) (Correct The actual totals are 36 fatal injuries and 72 serious injuries. Note, however, that these were distributed among 9 million winch launches. The overwhelming majority of winch launches are therefore safe, with one fatal or serious injury in about 85,000 launches. Between 1974 and 2005 a total of 276 gliders were destroyed or substantially damaged in connection with a winch launch for a rate of about 1 in 30000 launches. A total of 667 gliders were involved in a winch accident of any kind, often minor, for a rate of 1 in 14000 launches.)

Q: Q2. Section 1 - Introduction

The majority of fatal and serious injury winch accidents involve a stall or spin, on the wire or after power loss. To whom do these accidents typically occur?
- Inexperienced pilots (correct) (Correct 70% of the solo winch accidents of this type occurred to pilots with less than 100 hours P1. This suggests that the accident rate can be reduced by education and training.)
- Experienced pilots (Incorrect 70% of the solo winch accidents of this type occurred to pilots with less than 100 hours P1. This suggests that the accident rate can be reduced by education and training.)

Q: Q3. Section 1 - Introduction

Accidents from a groundloop or cartwheel can result from the wing dropping to the ground before take-off. To whom do these accidents typically occur?
- Inexperienced pilots (Incorrect. Two-thirds of these accidents occur to pilots with more than 100 hours. A dropped wing can usually be picked up with aileron. The statistic suggests some experienced pilots may assume this is always possible.)
- Experienced pilots (correct) (Correct. Two-thirds of these accidents occur to pilots with more than 100 hours. A dropped wing can usually be picked up with aileron. The statistic suggests some experienced pilots may assume this is always possible.)

Q: Q4 Section 1 - Introduction

From 1974-2005 there were 64 solo fatal or serious injury winch accidents. How many were 1st flight on type?
- None (Incorrect. The answer is 10. The actual number may be greater than 10 because 1st flight on type has not been a formal reporting requirement. If you can, it is much safer to make the first flight in a new type by aerotow. If you need to make the first flight on type by winch, even if you are very experienced get a full briefing from a pilot familiar with winch launching the type, and make the launch in benign conditions.)
- 5 (Incorrect. The answer is 10. The actual number may be greater than 10 because 1st flight on type has not been a formal reporting requirement. If you can, it is much safer to make the first flight in a new type by aerotow. If you need to make the first flight on type by winch, even if you are very experienced get a full briefing from a pilot familiar with winch launching the type, and make the launch in benign conditions.)
- 10 (correct) (Correct. The actual number may be greater than 10 because 1st flight on type has not been a formal reporting requirement. If you can, it is much safer to make the first flight in a new type by aerotow. If you need to make the first flight on type by winch, even if you are very experienced get a full briefing from a pilot familiar with winch launching the type, and make the launch in benign conditions.)

Q: Q5 Section 1 - Introduction

How many airworthy gliders have been damaged by excessive speed on a winch launch?
- Zero (correct) (Correct. Winch accidents overwhelmingly arise from being too SLOW)
- 20 (Incorrect. There have been no instances of damage to airworthy gliders caused by excessive speed on a winch launch. Winch accidents overwhelmingly arise from being too SLOW.)
- 50 (Incorrect. There have been no instances of damage to airworthy gliders caused by excessive speed on a winch launch. Winch accidents overwhelmingly arise from being too SLOW.)

Q: Q6 Section 2 - On the Ground

What is the main hazard during the ground run?
- The nose swings to the left or the right (Incorrect. Whilst yaw is not desirable, a wing drop presents a greater risk of accident. Following a wing drop, the glider may then swivel around the wingtip, resulting in a violent groundloop or a cartwheel to land upside down.)
- A wing drops to the ground (correct) (Correct. Following a wing drop, the glider may then swivel around the wingtip, resulting in a violent groundloop or a cartwheel to land upside down.)

Q: Q7 Section 2 - On the Ground

How often do wing drop accidents occur? Once in every...
- 700 launches (Incorrect. The figure is approximately one wing drop accident per 70,000 launches. There have been 58 wing drop accidents on winch launches in the last 20 years. If we assume that a wing drops once in 100 launches, this means that there is one wing drop accident for every 700 wing drop incidents. Wing drop accidents are therefore rare, and pilots usually succeed in picking up a dropped wing. But there were fatal cartwheels in 2007 and 2012 and serious injury cartwheels in 2000 and 2007.)
- 7,000 launches (Incorrect. The figure is approximately one wing drop accident per 70,000 launches. There have been 58 wing drop accidents on winch launches in the last 20 years. If we assume that a wing drops once in 100 launches, this means that there is one wing drop accident for every 700 wing drop incidents. Wing drop accidents are therefore rare, and pilots usually succeed in picking up a dropped wing. But there were fatal cartwheels in 2007 and 2012 and serious injury cartwheels in 2000 and 2007.)
- 70,000 launches (correct) (Correct. The figure is approximately one wing drop accident per 70,000 launches. There have been 58 wing drop accidents on winch launches in the last 20 years. If we assume that a wing drops once in 100 launches, this means that there is one wing drop accident for every 700 wing drop incidents. Wing drop accidents are therefore rare, and pilots usually succeed in picking up a dropped wing. But there were fatal cartwheels in 2007 and 2012 and serious injury cartwheels in 2000 and 2007.)

Q: Q8 Section 2 - On the Ground

How can I prevent a violent groundloop or cartwheel?
- Keep the wings level (correct) (Correct. Although keeping straight may help prevent the wing dropping and it is desirable to avoid taking off with yaw, the primary means of keeping the wings level is the use of aileron. Visit this page https://members.gliding.co.uk/library/safety/wingdrop-simulation-webm/ to see what can go wrong.)
- Keep straight (Incorrect. Although keeping straight may help prevent the wing dropping and it is desirable to avoid taking off with yaw, the primary means of keeping the wings level is the use of aileron. Visit this page https://members.gliding.co.uk/library/safety/wingdrop-simulation-webm/ to see what can go wrong.)

Q: Q9 Section 2 - On the Ground

What should I do if I cannot keep the wings level?
- Keep applying full aileron (Incorrect. It is essential to release before the wing touches the ground. Releasing after the wing has touched the ground and an upset has begun may reduce the severity of the forthcoming accident but will not prevent it.)
- Release when the wing touches the ground (Incorrect. It is essential to release before the wing touches the ground. Releasing after the wing has touched the ground and an upset has begun may reduce the severity of the forthcoming accident but will not prevent it.)
- Release immediately (correct) (Correct. It is essential to release before the wing touches the ground. Releasing after the wing has touched the ground and an upset has begun may reduce the severity of the forthcoming accident but will not prevent it.)

Q: Q10 Section 2 - On the Ground

Where should my left hand be at the beginning of the launch?
- On the cable release (correct) (Correct. If you need to release, you should be able to do that immediately, within say 0.5 second. It will take longer than that to move your hand to the release and operate it. If the release is at the base of the instrument panel and the right wing is dropping so you are applying left aileron, unless your hand is on the release you may not even be able to locate it when you need it. Some pilots are reluctant to hold the release because of the possibility of operating it inadvertently, but there has never been a winch accident as a result of inadvertently operating the release.)
- Near the cable release (Incorrect. Your hand should be ON the release at the start of the launch. If you need to release, you should be able to do that immediately, within say 0.5 second. It will take longer than that to move your hand to the release and operate it. If the release is at the base of the instrument panel and the right wing is dropping so you are applying left aileron, unless your hand is on the release you may not even be able to locate it when you need it. Some pilots are reluctant to hold the release because of the possibility of operating it inadvertently, but there has never been a winch accident as a result of inadvertently operating the release.)
- Wherever feels most comfortable (Incorrect. Your hand should be ON the release at the start of the launch. If you need to release, you should be able to do that immediately, within say 0.5 second. It will take longer than that to move your hand to the release and operate it. If the release is at the base of the instrument panel and the right wing is dropping so you are applying left aileron, unless your hand is on the release you may not even be able to locate it when you need it. Some pilots are reluctant to hold the release because of the possibility of operating it inadvertently, but there has never been a winch accident as a result of inadvertently operating the release.)

Q: Q11 Section 2 - On the Ground

What is the main hazard from winch cables?
- Over-run (Incorrect. The main hazard is fouling of adjacent cables by a dropped wing or the tailskid. However, accidents can also arise from an inability to release after an over-run.)
- Picking up an adjacent cable (correct) (Correct. Adjacent cables can be fouled by a dropped wing or the tailskid. However, accidents can also arise from an inability to release after an over-run.)

Q: Q12 Section 3 - Transition from Take-Off to Full Climb

Apart from a cable break, what is the main hazard from rotating into the full climb very quickly?
- Reducing airspeed (Incorrect. If the airspeed is low and the rate of rotation is high the glider can stall and spin while still attached to the cable. These are rare accidents but usually fatal because the glider lands inverted. A glider with a 1g stalling speed of 34 kt will stall at about 50kt on a winch launch if the rate of rotation is 20º per second, which corresponds to making the transition from the level attitude at take-off to a 40º climb in 2 seconds. Visit this page to see what can happen https://members.gliding.co.uk/library/safety/winch-launch-flick-roll-simulation/)
- Stall and Flick Roll (correct) (Correct. If the airspeed is low and the rate of rotation is high the glider can stall and spin while still attached to the cable. These are rare accidents but usually fatal because the glider lands inverted. A glider with a 1g stalling speed of 34 kt will stall at about 50kt on a winch launch if the rate of rotation is 20º per second, which corresponds to making the transition from the level attitude at take-off to a 40º climb in 2 seconds. Visit this page to see what can happen https://members.gliding.co.uk/library/safety/winch-launch-flick-roll-simulation/)

Q: Q13 Section 3 - Transition from Take-off to Full Climb

What is the main hazard from a cable break near the ground?
- Stall (correct) (Correct. You can minimise the possibility of a stall after power loss if, on every launch, you maintain a shallow climb until the speed is adequate with continued acceleration, and you then allow the glider to rotate into the full climb at a controlled pace. If power is lost, lower the nose to the appropriate recovery attitude immediately. Diving into the ground results from lowering the nose too much.)
- Dive into the ground (Incorrect. A stall is the main hazard following a cable break near the ground. You can minimise the possibility of a stall after power loss if, on every launch, you maintain a shallow climb until the speed is adequate with continued acceleration, and you then allow the glider to rotate into the full climb at a controlled pace. If power is lost, lower the nose to the appropriate recovery attitude immediately. Diving into the ground results from lowering the nose too much.)

Q: Q14 Section 3 - Transition from Take-Off to Full Climb

The cable breaks at 50kt while I am in a 15^o climb. How much airspeed have I lost before starting to regain speed if I wait 2 seconds before pushing over vigorously?
- 5 knots (Incorrect. You will have lost about 15 knots airspeed. After having lowered the nose the airspeed will be about 35 kt. The glider may then stall and crash. Lowering the nose immediately after power loss is essential for a safe recovery. If your reaction time can be kept to 0.5 seconds the airspeed after the nose stops pitching down will be about 43kt instead of 35kt.)
- 10 knots (Incorrect. You will have lost about 15 knots airspeed. After having lowered the nose the airspeed will be about 35 kt. The glider may then stall and crash. Lowering the nose immediately after power loss is essential for a safe recovery. If your reaction time can be kept to 0.5 seconds the airspeed after the nose stops pitching down will be about 43kt instead of 35kt.)
- 15 knots (correct) (Correct. After having lowered the nose the airspeed will be about 35 kt. The glider may then stall and crash. Lowering the nose immediately after power loss is essential for a safe recovery. If your reaction time can be kept to 0.5 seconds the airspeed after the nose stops pitching down will be about 43kt instead of 35kt.)

Q: Q15 Section 3 - Transition from Take-Off to Full Climb

What happens if I exceed the placarded maximum winch launch speed in the transition to the full climb?
- Flutter (Incorrect. The placarded speed is to protect the glider if it encounters a severe up-gust while the pilot is pulling hard near the top of the launch. During the first third of the launch the stresses on the structure are moderate and the placarded maximum launch speed may be temporarily exceeded with care.)
- Nothing (correct) (Correct. The placarded speed is to protect the glider if it encounters a severe up-gust while the pilot is pulling hard near the top of the launch. During the first third of the launch the stresses on the structure are moderate and the placarded maximum launch speed may be temporarily exceeded with care.)
- Possible Damage (Incorrect. The placarded speed is to protect the glider if it encounters a severe up-gust while the pilot is pulling hard near the top of the launch. During the first third of the launch the stresses on the structure are moderate and the placarded maximum launch speed may be temporarily exceeded with care.)

Q: Q16 Section 3 - Transition from Take-Off to Full Climb

What should I do if I am in a shallow climb at 50ft with an airspeed of 80 knots, which is 20 knots above the plackarded maximum winch launch speed?
- Release (Incorrect. Releasing would allow the winch parachute to open and the cable may foul the wing or tailplane. It is better to allow the glider to climb to several hundred feet and then release, or signal if the excess speed is now moderate.)
- Steepen the climb (Incorrect. Steepening the climb will probably break the weak link which may result in a difficult recovery. It is better to allow the glider to climb to several hundred feet and then release, or signal if the excess speed is now moderate.)
- Signal "Too fast" (Incorrect. Signalling may put large stresses on the tail. It is better to allow the glider to climb to several hundred feet and then release, or signal if the excess speed is now moderate.)
- Nothing (correct) (Correct. Allow the glider to climb to several hundred feet and then release, or signal if the excess speed is now moderate. Releasing would allow the winch parachute to open and the cable may foul the wing or tailplane. Steepening the climb will probably break the weak link which may result in a difficult recovery. Signalling may put large stresses on the tail.)

Q: Q17 Section 4 - In the Full Climb

What is the main hazard following a power loss (winch launch, cable break, etc) during the climb?
- Over- or under-shoot or collision during landing after a demanding circuit (Incorrect. The main hazard after a power loss in the full climb is the possibility of a stall and spin. After power loss in a steep climb at several hundred feet, the attitude of a glider may look OK at the beginning of the recovery dive but the airspeed may be at or below the stalling speed. It is essential to maintain the recovery dive until the aproach speed is restored - if the glider is manoeuvred before this acceleration has taken place it may stall or spin. The link below shows what can happen when you ignore this advice. https://members.gliding.co.uk/library/safety/winch-spin-simulation-2-mp4/)
- Stall and spin (correct) (Correct. After power loss in a steep climb at several hundred feet, the attitude of a glider may look OK at the beginning of the recovery dive but the airspeed may be at or below the stalling speed. It is essential to maintain the recovery dive until the aproach speed is restored - if the glider is manoeuvred before this acceleration has taken place it may stall or spin. The link below shows what can happen when you ignore this advice. https://members.gliding.co.uk/library/safety/winch-spin-simulation-2-mp4/)

Q: Q18 Section 3 - In the Full Climb

The cable breaks at 55kt while I am in the full climb (24^o nose up) at several hundred feet. How much airspeed have I lost before starting to regain speed if I wait 1.5 seconds before pushing over vigorously?
- 10 knots (Incorrect. If you wait 1.5 seconds before pushing over, you will lose approximately 20 knots airspeed. The airspeed at the beginning of this recovery dive will therefore be about 35kt. The airspeed will invariably be low after a power failure and push over in mid launch. It is at the beginning of the recovery dive that the glider is most vulnerable to a spin. You need to maintain the glider in the recovery dive until a safe airspeed has been regained. The glider is unlikely to stall during the push-over because the stalling speed is temporarily lowered due to the reduced g loading.)
- 15 knots (Incorrect. If you wait 1.5 seconds before pushing over, you will lose approximately 20 knots airspeed. The airspeed at the beginning of this recovery dive will therefore be about 35kt. The airspeed will invariably be low after a power failure and push over in mid launch. It is at the beginning of the recovery dive that the glider is most vulnerable to a spin. You need to maintain the glider in the recovery dive until a safe airspeed has been regained. The glider is unlikely to stall during the push-over because the stalling speed is temporarily lowered due to the reduced g loading.)
- 20 knots (correct) (Correct. If you wait 1.5 seconds before pushing over, the airspeed at the beginning of this recovery dive will be about 35kt. The airspeed will invariably be low after a power failure and push over in mid launch. It is at the beginning of the recovery dive that the glider is most vulnerable to a spin. You need to maintain the glider in the recovery dive until a safe airspeed has been regained. The glider is unlikely to stall during the push-over because the stalling speed is temporarily lowered due to the reduced g loading.)

Q: Q19 Section 4 - In the Full Climb

After a cable break in mid launch and a push over to a recovery dive, how long does it typically take to restore the approach speed?
- One second (Incorrect It typically takes about 5 seconds for the approach speed to be regained. This can seem a long time!)
- Five seconds (correct) (Correct 5 seconds can seem a long time when you are in this situation.)
- 10 seconds (Incorrect It typically takes about 5 seconds for the approach speed to be regained. Even 5 seconds can seem a long time!)

Q: Q20 Section 4 - In the Full Climb

Since 1974, approximately how many accidents have there been after the approach speed has been restored following power failure in mid launch?
- 5 (Incorrect. The actual number is 123. In this situation, the glider is at perhaps 300ft and the pilot cannot see the landing area. Typical solo accidents are from subsequent overshooting, undershooting, or hitting something on the ground. Personal injury is uncommon but the glider can be badly damaged. Plan these circuit options before every take off!! Nearly 40% of these accidents are during instructing flights, usually after a simulated cable break. The trainee made a bad decision and was allowed to continue until recovery was very difficult or impossible. As an instructor, take over early in such circumstances and take the opportunity to show the trainee how to execute the mini-circuit safely.)
- 20 (Incorrect. The actual number is 123. In this situation, the glider is at perhaps 300ft and the pilot cannot see the landing area. Typical solo accidents are from subsequent overshooting, undershooting, or hitting something on the ground. Personal injury is uncommon but the glider can be badly damaged. Plan these circuit options before every take off!! Nearly 40% of these accidents are during instructing flights, usually after a simulated cable break. The trainee made a bad decision and was allowed to continue until recovery was very difficult or impossible. As an instructor, take over early in such circumstances and take the opportunity to show the trainee how to execute the mini-circuit safely.)
- 100 (correct) (Correct. The actual number is 123. In this situation, the glider is at perhaps 300ft and the pilot cannot see the landing area. Typical solo accidents are from subsequent overshooting, undershooting, or hitting something on the ground. Personal injury is uncommon but the glider can be badly damaged. Plan these circuit options before every take off!! Nearly 40% of these accidents are during instructing flights, usually after a simulated cable break. The trainee made a bad decision and was allowed to continue until recovery was very difficult or impossible. As an instructor, take over early in such circumstances and take the opportunity to show the trainee how to execute the mini-circuit safely.)

Q: Q21 Section 5 - Hitting Your Own Cable in Flight

Since 1974, approximately how many gliders have hit their own cable in flight?
- None (Incorrect. The actual number is 80. These have typically ocurred after releasing at low level when the cable parachute opens and the cable can foul the wing or tailplane. In one fatal case the cable over the wing turned the glider upside down. Now click Finish to view your results. If there is only the left arrow showing, you have left some question(s) unanswered.)
- 20 (Incorrect. The actual number is 80. These have typically ocurred after releasing at low level when the cable parachute opens and the cable can foul the wing or tailplane. In one fatal case the cable over the wing turned the glider upside down. Now click Finish to view your results. If there is only the left arrow showing, you have left some question(s) unanswered.)
- 80 (correct) (Correct. The actual number is 80. These have typically ocurred after releasing at low level when the cable parachute opens and the cable can foul the wing or tailplane. In one fatal case the cable over the wing turned the glider upside down. Now click Finish to view your results. If there is only the left arrow showing, you have left some question(s) unanswered.)