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#31
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
Posted a reply.
Deleted a reply. Have a nice day. |
#32
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
On Saturday, March 31, 2018 at 4:20:26 PM UTC-4, Dave Nadler wrote:
On Friday, March 30, 2018 at 3:30:05 PM UTC-4, Charlie M. (UH & 002 owner/pilot) wrote: it is GOOD to push the envelope at the home field on a normal day Yup, medical attention will be there quicker, and there's more help to stuff the pieces back in the trailer... I understood his message to be to learn the limits and know what you can do before doing it in a strange field. Seems like a good idea to me. UH |
#33
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
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#34
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
Well, if reducing airbrake on landing meant they hit a tree/fence/solid object, yep, I may agree.
On my post 3/27 (which I believe someone thought I meant, "learn to be a test pilot" at the home field), get current, then do things towards the edges of the POH. I see many that fly in the "middle 30% of the POH" and then are asked to heads towards the 100%, sometimes off field. Get current, then move the flying/landing towards the limits in a sorta controlled way. Calm day at home means you know the field, know the clues You never know when bad planning means coming over trees into the bottom of a gravel pit. That is NOT the time to become sharp. Sounds like your "broken gliders" with full or modulated brakes means too much time in the middle 30% and no training or exposure to the edges of the POH. |
#35
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
The only caveat I would make is to be careful about landing with fully open spoilers on a glider whose wheel brake is actuated by the spoiler lever!
otherwise, it's a good thing to practice - I know of one case where full spoilers were deployed accidentally and could not be retracted when part of the control mechanism broke. Mike |
#36
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
On Monday, April 2, 2018 at 12:01:47 PM UTC-5, Mike the Strike wrote:
The only caveat I would make is to be careful about landing with fully open spoilers on a glider whose wheel brake is actuated by the spoiler lever! otherwise, it's a good thing to practice - I know of one case where full spoilers were deployed accidentally and could not be retracted when part of the control mechanism broke. Mike Agree - something I like to practice every spring. Good reminder to check the spoilers mid field on downwind where a full-spoiler approach and landing can still be done! 66 |
#37
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
At 15:52 02 April 2018, Charlie M. UH & 002 owner/pilot wrote:
Well, if reducing airbrake on landing meant they hit a tree/fence/solid object, yep, I may agree. On my post 3/27 (which I believe someone thought I meant, "learn to be a test pilot" at the home field), get current, then do things towards the edges of the POH. I see many that fly in the "middle 30% of the POH" and then are asked to heads towards the 100%, sometimes off field. Get current, then move the flying/landing towards the limits in a sorta controlled way. Calm day at home means you know the field, know the clues You never know when bad planning means coming over trees into the bottom of a gravel pit. That is NOT the time to become sharp. Sounds like your "broken gliders" with full or modulated brakes means too much time in the middle 30% and no training or exposure to the edges of the POH. Actually I didn't, the gliders I have seen broken were the result of PIO which comes from reducing airbrake. I do not know about the rest of the world but in the UK full airbrake approach/landing is the norm. If you are going to be short the teaching is to fully close the airbrake and re-establish, then use at least half airbrake, more is preferable. To little airbrake on roundout is more risky than too much. If using full airbrake the pilot must ensure that if the wheel brake is "on the end" of the airbrake that the lever is positioned to ensure the wheel brake is not applied. This does not require the brake paddles to be moved in any significant amount. |
#38
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
Le mardi 3 avril 2018 02:15:05 UTC+2, Don Johnstone a écritÂ*:
At 15:52 02 April 2018, Charlie M. UH & 002 owner/pilot wrote: Well, if reducing airbrake on landing meant they hit a tree/fence/solid object, yep, I may agree. On my post 3/27 (which I believe someone thought I meant, "learn to be a test pilot" at the home field), get current, then do things towards the edges of the POH. I see many that fly in the "middle 30% of the POH" and then are asked to heads towards the 100%, sometimes off field. Get current, then move the flying/landing towards the limits in a sorta controlled way. Calm day at home means you know the field, know the clues You never know when bad planning means coming over trees into the bottom of a gravel pit. That is NOT the time to become sharp. Sounds like your "broken gliders" with full or modulated brakes means too much time in the middle 30% and no training or exposure to the edges of the POH. Actually I didn't, the gliders I have seen broken were the result of PIO which comes from reducing airbrake. I do not know about the rest of the world but in the UK full airbrake approach/landing is the norm. If you are going to be short the teaching is to fully close the airbrake and re-establish, then use at least half airbrake, more is preferable. To little airbrake on roundout is more risky than too much. If using full airbrake the pilot must ensure that if the wheel brake is "on the end" of the airbrake that the lever is positioned to ensure the wheel brake is not applied. This does not require the brake paddles to be moved in any significant amount. Well, where I fly and teach, a full airbrake approach is considered poor airmanship. We train students to be on a stabilized approach with about half airbrakes at least during the second half of final. Half airbrakes give you the possibility to correct both ways. If you are on a full airbrake approach to an outlanding field and you discover that you are too high, in many gliders you could call the insurance company right away. And even if you need to touch down shorft behind a tree line, we teach that the approach should be half airbrakes until the tree tops, and then everything out. |
#39
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
I do not know about the rest of the world but in the UK full airbrake approach/landing is the norm. If you are going to be short the teaching is to fully close the airbrake and re-establish, then use at least half airbrake, more is preferable. To little airbrake on roundout is more risky than too much. If using full airbrake the pilot must ensure that if the wheel brake is "on the end" of the airbrake that the lever is positioned to ensure the wheel brake is not applied. This does not require the brake paddles to be moved in any significant amount. Don, Go and read the the BGA instructor's manual! It's available to everyone on the BGA website. The manual calls for the standard approach to be 1/2 to 2/3 airbrake thus giving you the freedom to correct for overshoot and undershoot conditions. Perhaps during your many years in the Air Training Corps you did something different. |
#40
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Round out and flare with fully open spoilers in a PW-6? Other gliders?
At 08:50 03 April 2018, James Thomson wrote:
I do not know about the rest of the world but in the UK full airbrake approach/landing is the norm. If you are going to be short the teaching is to fully close the airbrake and re-establish, then use at least half airbrake, more is preferable. To little airbrake on roundout is more risky than too much. If using full airbrake the pilot must ensure that if the wheel brake is "on the end" of the airbrake that the lever is positioned to ensure the wheel brake is not applied. This does not require the brake paddles to be moved in any significant amount. Don, Go and read the the BGA instructor's manual! It's available to everyon on the BGA website. The manual calls for the standard approach to be 1/2 t 2/3 airbrake thus giving you the freedom to correct for overshoot and undershoot conditions. Perhaps during your many years in the Air Training Corps you did something different. You should not confuse what is taught with what is done in practice. My point was that too much brake when in the final stages of landing is better than too little. Nowhere have I said that anything other than the standard approach is taught. |
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