Round out and flare with fully open spoilers in a PW-6? Other gliders?

One of the places I regularly fly has a very steep wind gradient coupled trees and hills on the final. More than once I have seen a power pilot not be able to get wheels on the twenty eight hundred foot long runway. At this airport I fly a much steeper approach on final than the "stabilized approach" as I know I can lose up to 10 knot of head wind on very short final. Students should be taught to fly the conditions, not every landing required the same approach as the last one.

On Monday, April 2, 2018 at 10:41:14 PM UTC-7, Tango Whisky wrote:
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.