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#11
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Don't get me wrong: I am very cautious close to the ground, even though I
did extensive spin testing with my ship. I actually very often do not come to the conclusion that this or that low level IS safe, and then I don't do it. It's just statements like "never thermal below 400ft" which I don't like, although I agree that in many (maybe most) cases it would be unsafe. "Never" and "always" don't help people to practise actively thinking about every single situation they're in, and I think that it this lack of active situational awareness which is a main cause of fatal accidents. If you keep telling that "never below x feet", some will think "well my alti reads x+100ft, so I can safely thermal" - and that might be totally wrong for a special situation. -- Bert Willing ASW20 "TW" "Bruce Greeff" a écrit dans le message de ... Bert Willing wrote: Putting spin behaviour of a modern glass ship in this general way is pure nonsense. Spin behaviour is different for every model, and even a model with and without winglets enters differently. I wouldn't think about 300ft revoveries with a Ventus b, but on my 20 w/ winglets I would at least think about it. But as a general rule, I avoid flying ships in the mountains which depart violently and use 500ft to recover. Sorry all - I was generalising, but even the ASW20 spins interestingly, and will sometimes reverse it's spin direction instead of recovering if the pilot's technique is poor. Under the right (wrong) conditions even a K13 will depart violently. My point is that you should have a very good idea of exactly how much height your aircraft uses in a spin, including the half second or more it takes you to realise you have lost it, for you to recover in. Not the absolute minimum, in a factory perfect example in still conditions with a test pilot at the controls. Winglets, repairs, control wear and slop and build variations all change the behaviour. I think if you set up a logger and tested you might be a little more conservative close to the ground. |
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