Crab, slips, and crossed controls

"Bertie the Bunyip" wrote in message
...
| Stefan wrote in
| :
|
| Mick schrieb:
|
| | Glider pilots use them on occasion for rapid descent and they are
| | expected to demonstrate proficiency in them on the practical exam.
|
| How do you maintain alignment with the tow plane?
|
| When *descending*? )
|
| BTW, some glider pilots use short slips to take up slack from the tow
| rope, should there happen to occur some in turbulence. Most prefer the
| use of airbrakes, though.
|
|
| No, they don;t fjukkktard.
|
|
| They skid.
|
|
|
| Bertie

You're a dumb ass. I seriously doubt you have ever flown a sailplane.

"Stefan" wrote in message
...
BTW, some glider pilots use short slips to take up slack from the tow rope,
should there happen to occur some in turbulence. Most prefer the use of
airbrakes, though.

I never use the spoilers/airbrakes to take up slack, (though really slippery
sailplanes will sometimes start a tow while holding just a tad of spoiler).
That much control authority is simply not necessary. A glider tow is a very
delicate dance, it takes timing and (usually) tiny control inputs. Usually a
little climb will do the job to take up the slack. If you screwed up and got a
really bad slack rope, you push rudder a bit to yaw, which increases drag a bit
but perhaps more importantly puts your tow hook off center from the CG. Then,
when the inevitable 'snatch" happens, some of the excess energy goes into
pulling the nose around rather than suddenly accelerating the glider and causing
the rope to go slack yet again.

Vaughn

On Sep 24, 5:12*am, "Vaughn Simon"
wrote:

* *I never use the spoilers/airbrakes to take up slack, (though really slippery
sailplanes will sometimes start a tow while holding just a tad of spoiler).
That much control authority is simply not necessary. *A glider tow is a very
delicate dance, it takes timing and (usually) tiny control inputs. *Usually a
little climb will do the job to take up the slack. *If you screwed up and got a
really bad slack rope, you push rudder a bit to yaw, which increases drag a bit
but perhaps more importantly puts your tow hook off center from the CG. *Then,
when the inevitable 'snatch" happens, some of the excess energy goes into
pulling the nose around rather than suddenly accelerating the glider and causing
the rope to go slack yet again.

The bit where you see the towplane 'yoing' into the atmosphere and you
know that you're going to hit that same lift in a second or two with
the towplane now almost above you :-)
Makes life interesting

Vaughn Simon wrote:
you push rudder a bit to yaw, which increases drag a bit
but perhaps more importantly puts your tow hook off center from the CG.

unless ya have a CG hook like me.

Which doesn't mean the slip doesn't help even with a CG hook. I use either
method, except the climb method.
I don't like having that much more potential energy to have to relinquish on
the rope.

We all have our little dances on tow.

--
Message posted via http://www.aviationkb.com

Vaughn Simon schrieb:

If you screwed up and got a really bad slack rope,

I'm not sure I'd call a slack rope while towing through a rotor a screw
up. As always, it all depends.

"Mick" #$$#@%%%.^^^ wrote in :


"Jim Logajan" wrote in message
.. .
| Amine wrote:
| Now I thought that sideslips (and crabs--whatever the difference
| between the two is...) were only to be used to handle crosswinds. I
| didn't read anywhere that they could be used to bleed excessive
| speed, although it makes sense from an aerodynamics perspective.
| Anyone out there used sideslips for anything other than crosswind
| approaches?
|
| Glider pilots use them on occasion for rapid descent and they are
| expected to demonstrate proficiency in them on the practical exam.

How do you maintain alignment with the tow plane?


What's it to you, you don't fly.


Bertie

"Bertie the Bunyip" wrote in message
...
| "Mick" #$$#@%%%.^^^ wrote in :
|
|
| "Jim Logajan" wrote in message
| .. .
| | Amine wrote:
| | Now I thought that sideslips (and crabs--whatever the difference
| | between the two is...) were only to be used to handle crosswinds. I
| | didn't read anywhere that they could be used to bleed excessive
| | speed, although it makes sense from an aerodynamics perspective.
| | Anyone out there used sideslips for anything other than crosswind
| | approaches?
| |
| | Glider pilots use them on occasion for rapid descent and they are
| | expected to demonstrate proficiency in them on the practical exam.
|
| How do you maintain alignment with the tow plane?
|
|
| What's it to you, you don't fly.
|
|
| Bertie

Prove it dumb ass.

"Mick" #$$#@%%%.^^^ wrote in :


"Bertie the Bunyip" wrote in message
...
| "Mick" #$$#@%%%.^^^ wrote in news:rb_Bk.17810$wr1.16736
@newsfe02.iad:
|
|
| "Jim Logajan" wrote in message
| .. .
| | Amine wrote:
| | Now I thought that sideslips (and crabs--whatever the difference
| | between the two is...) were only to be used to handle
crosswinds. I
| | didn't read anywhere that they could be used to bleed excessive
| | speed, although it makes sense from an aerodynamics perspective.
| | Anyone out there used sideslips for anything other than
crosswind
| | approaches?
| |
| | Glider pilots use them on occasion for rapid descent and they are
| | expected to demonstrate proficiency in them on the practical exam.
|
| How do you maintain alignment with the tow plane?
|
|
| What's it to you, you don't fly.
|
|
| Bertie

Prove it dumb ass.




Don't need to.

No more than I need to prove that you are a halfwit or that the sun will
rise in the east tomorrow.



Bertie

Amine wrote in news:18e46a13-6294-4b68-9775-
:

Hey,

Some of you may have heard of Air Canada 143 [http://www.youtube.com/
watch?v=dfJIpA2gv1g] which ran out of fuel in mid air and had to make
an emergency descent at velocities way above the normal limits. The
pilot's makeshift technique was to engage a sideslip to decelerate the
aircraft (which by then had no flaps, and only minimal hydraulics).

Now I thought that sideslips (and crabs--whatever the difference
between the two is...) were only to be used to handle crosswinds.

They're different and they aren't just used for crosswinds.


I
didn't read anywhere that they could be used to bleed excessive speed,
although it makes sense from an aerodynamics perspective. Anyone out
there used sideslips for anything other than crosswind approaches?

PS: I have read about many cases of jetliners that had to make
emergency descents at abnormally high speeds, but the AC143 seems the
only one to have used the sideslip.



it isn't.


Bertie

"Bertie the Bunyip" wrote in message
...
| Amine wrote in news:18e46a13-6294-4b68-9775-
| :
|
| Hey,
|
| Some of you may have heard of Air Canada 143 [http://www.youtube.com/
| watch?v=dfJIpA2gv1g] which ran out of fuel in mid air and had to make
| an emergency descent at velocities way above the normal limits. The
| pilot's makeshift technique was to engage a sideslip to decelerate the
| aircraft (which by then had no flaps, and only minimal hydraulics).
|
| Now I thought that sideslips (and crabs--whatever the difference
| between the two is...) were only to be used to handle crosswinds.
|
| They're different and they aren't just used for crosswinds.
|
|
| I
| didn't read anywhere that they could be used to bleed excessive speed,
| although it makes sense from an aerodynamics perspective. Anyone out
| there used sideslips for anything other than crosswind approaches?
|
| PS: I have read about many cases of jetliners that had to make
| emergency descents at abnormally high speeds, but the AC143 seems the
| only one to have used the sideslip.
|
|
|
| it isn't.
|
|
| Bertie

Got a link?
Didn't think so.