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#21
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Undershoot Vs. Overshoot airport landing accidents
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#22
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Undershoot Vs. Overshoot airport landing accidents
‘No 360s please. That has disaster written all over it.’ T8
Disagree once the pilot is proficient and not a student. I consider a 360 circling pattern to an off field landing preferable, especially when field elevation is unsure. S K makes a mistake, to ‘Preach’ to him not to use a proven technique to improve knowledge of the field condition because some can’t make a coordinated turn below 1000’ agl a bit of snake handling. R |
#23
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Undershoot Vs. Overshoot airport landing accidents
On Thursday, April 18, 2019 at 2:43:00 PM UTC-4, wrote:
‘No 360s please. That has disaster written all over it.’ T8 Disagree once the pilot is proficient and not a student. I consider a 360 circling pattern to an off field landing preferable, especially when field elevation is unsure. S K makes a mistake, to ‘Preach’ to him not to use a proven technique to improve knowledge of the field condition because some can’t make a coordinated turn below 1000’ agl a bit of snake handling. R Hi Henry: There's nothing wrong with a 360 degree pattern (that is, one that completely encloses the landing area). The 360 I am taking issue with is the tight 360 that happens on final because the pilot thinks he's hopelessly high. As previously noted, better solutions exist. best, Evan |
#24
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Undershoot Vs. Overshoot airport landing accidents
Yes. Anytime.
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#25
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Undershoot Vs. Overshoot airport landing accidents
What's your point? That was an easy situation.
How about you're too high on a field 700 ft long? 750 ft is about what I can expect as a field where I fly. And I've got away with 300 ft. Bert TW |
#26
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Undershoot Vs. Overshoot airport landing accidents
Lots of great insight to digest...Dive and Drag is an interesting solution, if you have enough runway to scrub off the excess speed and/or your spoilers are effective. My ASW19 stock spoilers are just not effective enough for me to try the Dive and Drag method.
Reverse Base Method = 180° turn to reverse + 90° turn to final = 270° (two turns & wind corrections). Why not just make a stable, descending 270° turn when crossing the final? In powered, fixed-wing aircraft, it's not unusual to get assigned a right or left 270 to final by tower to improve spacing on departing aircraft. It's a basic ground reference maneuver that could be adapted for gliders so you roll out aligned with the runway. We're supposed to be able to turn back to land above 200ft with a rope break, which is based on our collective understanding that we can safely execute a turn, maintain speed, and align with the runway from that minimum altitude. That requires 180° of turn, if the towplane drifted downwind and you turn into the wind (ideal, but our guys don't). Or, 210-270° total if you have to reverse course, angle for the runway, then turn back to align with the runway. The second scenario requires multiple, low-altitude turns. Is that ideal? Performing a stable, 270° or 360° turn for altitude correction should be within out skillset, but only if the excessive altitude is above a certain threshold for your ship. 100-200ft high? Maybe not the best option. Clear knowledge of your ship's descent rate in a turn is critical for decision making. That said, I've always been successful with a little slip to correct for any excess altitude. Starting the correction on the base leg and performing a slipping turn to final burns off a lot of excess altitude. (I learned to do this with Phil Beale on my CFI-A checkride back in 1986.) Paul A. Jupiter, FL |
#27
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Undershoot Vs. Overshoot airport landing accidents
At 21:14 18 April 2019, Paul Agnew wrote:
Lots of great insight to digest...Dive and Drag is an interesting solution,= if you have enough runway to scrub off the excess speed and/or your spoile= rs are effective. My ASW19 stock spoilers are just not effective enough for= me to try the Dive and Drag method.=20 Reverse Base Method =3D 180=C2=B0 turn to reverse + 90=C2=B0 turn to final = =3D 270=C2=B0 (two turns & wind corrections). Why not just make a stable, descending 270=C2=B0 turn when crossing the fin= al? In powered, fixed-wing aircraft, it's not unusual to get assigned a ri= ght or left 270 to final by tower to improve spacing on departing aircraft.= It's a basic ground reference maneuver that could be adapted for gliders s= o you roll out aligned with the runway. We're supposed to be able to turn back to land above 200ft with a rope brea= k, which is based on our collective understanding that we can safely execut= e a turn, maintain speed, and align with the runway from that minimum altit= ude. That requires 180=C2=B0 of turn, if the towplane drifted downwind and = you turn into the wind (ideal, but our guys don't). Or, 210- 270=C2=B0 total= if you have to reverse course, angle for the runway, then turn back to ali= gn with the runway. The second scenario requires multiple, low- altitude tur= ns. Is that ideal?=20 Performing a stable, 270=C2=B0 or 360=C2=B0 turn for altitude correction sh= ould be within out skillset, but only if the excessive altitude is above a = certain threshold for your ship. 100-200ft high? Maybe not the best option.= Clear knowledge of your ship's descent rate in a turn is critical for deci= sion making. =20 That said, I've always been successful with a little slip to correct for an= y excess altitude. Starting the correction on the base leg and performing a= slipping turn to final burns off a lot of excess altitude. (I learned to d= o this with Phil Beale on my CFI-A checkride back in 1986.)=20 Paul A. Jupiter, FL When we flew K7 and K13 you could dive against the brakes, provided you open the air brakes about 50kn then lowered the nose the speed gain was not too high.If you put on 70Kn then opened the airbrakes the speed would not reduce much. However if you try that in a Mk 1 Duo discus you will be zooming down the runway at 120+kn waiting for the boundary fence. |
#28
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Undershoot Vs. Overshoot airport landing accidents
On Thursday, April 18, 2019 at 11:54:32 AM UTC-7, Tango Eight wrote:
On Thursday, April 18, 2019 at 2:43:00 PM UTC-4, wrote: ‘No 360s please. That has disaster written all over it.’ T8 Disagree once the pilot is proficient and not a student. I consider a 360 circling pattern to an off field landing preferable, especially when field elevation is unsure. S K makes a mistake, to ‘Preach’ to him not to use a proven technique to improve knowledge of the field condition because some can’t make a coordinated turn below 1000’ agl a bit of snake handling. R Hi Henry: There's nothing wrong with a 360 degree pattern (that is, one that completely encloses the landing area). The 360 I am taking issue with is the tight 360 that happens on final because the pilot thinks he's hopelessly high. As previously noted, better solutions exist. best, Evan Tight 360s are much safer than shallow 360s. Much harder to stall/spin. I just finished a winch launching class, and was taught that in the event of a rope break you can find yourself at mid field at 300' -400' and your best option is a tight 360 turn or two- to the downwind side, tangent to the runway, then land from mid field once below 300'. (this is for a shorter 2700' runway). It seemed very unintuitive at first, but it worked just fine. |
#29
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Undershoot Vs. Overshoot airport landing accidents
On Thursday, April 18, 2019 at 5:14:05 PM UTC-4, Paul Agnew wrote:
...My ASW19 stock spoilers are just not effective enough... Yup, do the -19 spoiler upgrade that adds an additional panel, nice to have that additional drag and safety margin! |
#30
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Undershoot Vs. Overshoot airport landing accidents
On Thursday, April 18, 2019 at 6:33:47 PM UTC-4, Matt Herron Jr. wrote:
On Thursday, April 18, 2019 at 11:54:32 AM UTC-7, Tango Eight wrote: On Thursday, April 18, 2019 at 2:43:00 PM UTC-4, wrote: ‘No 360s please. That has disaster written all over it.’ T8 Disagree once the pilot is proficient and not a student. I consider a 360 circling pattern to an off field landing preferable, especially when field elevation is unsure. S K makes a mistake, to ‘Preach’ to him not to use a proven technique to improve knowledge of the field condition because some can’t make a coordinated turn below 1000’ agl a bit of snake handling. R Hi Henry: There's nothing wrong with a 360 degree pattern (that is, one that completely encloses the landing area). The 360 I am taking issue with is the tight 360 that happens on final because the pilot thinks he's hopelessly high. As previously noted, better solutions exist. best, Evan Tight 360s are much safer than shallow 360s. Much harder to stall/spin. I just finished a winch launching class, and was taught that in the event of a rope break you can find yourself at mid field at 300' -400' and your best option is a tight 360 turn or two- to the downwind side, tangent to the runway, then land from mid field once below 300'. (this is for a shorter 2700' runway). It seemed very unintuitive at first, but it worked just fine.. Thanks for pointing that out. Winch training on my todo list, maybe I'll change my opinion in light of new data. Winch trained pilots have some advantages: namely, a lot more landings and more low altitude maneuvering and decision making. That's got to make a difference. -Evan |
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