On Tuesday, October 4, 2016 at 2:12:36 PM UTC+2, Bruce Hoult wrote:
On Tuesday, October 4, 2016 at 12:24:22 AM UTC+3, John Cochrane wrote:
I wrote a Soaring article about this a while back. Some key points: The theory says you want an altitude minimum that is a quadratic function of distance to go. Basically, thermals are random. The chance of getting 3 tails in a row, 3 miles out, is higher than the chance of getting 30 tails in a row, 30 miles out. A McReady setting plus safety altitude is a good approximation.

Now, do you put that safety in the flight computer, so it says "0" when you really have 1000 feet margin? I used to, but turned them all off. I couldn't remember which margin applied to task end point, glides to turnpoints, glides to selected airports, and the glide amoeba. It's much easier to set them all to zero and then mentally say "I wont go unless I have 1000 over Mc 4" than it is to remember just what padding you put in the computer.

Also use a substantially higher McCready for safety than you do for speed. Work out your glide angle for Mc 2. You'll never do a Mc 2 glide over unlandable terrain after that!

The risk of not making it is actually more under strong conditions than under weak conditions. No lift = no sink! The safety margin is really about how much unexpected sink could you find.

Is the "arrival height" the actual physical height of the aircraft at arrival at final glide speed, or the height after slowing down to approach speed?


It is usually energy compensated. That means if you plan to arrive at Vne at GND will you hit the ground a few km out.
Nothing I as a clubbclass pilot cares about, but the energy compensation is with 100% in pull up yield. In an teroretcal pull up will you reach the arrival hight, in reality slightly below.