Відео

Have you actually ever done that? 300 feet seems pretty low to come around for a pattern of any kind (though I did do similar maneuvers during winch launch training, but that was mostly 360s overhead until you could land.) For aerotow, I teach that the situation will depend on your climb out angle, as to whether you want to come straight back in or not. Weak tow plane and heavy glider, is quite different than a light glider with a powerful towplane and a strong headwind. Most of the time you can just turn around and end up at your original takeoff position when you’re done. When landing downwind is looks sketchy then maneuver to land into the wind -either straight ahead (if available) or abbreviated pattern. Each soaring location and each takeoff will have its own unique factors and options that will affect that decision.

@@BillPalmer During training I did 2 or 3 at 200 ft which was a 180 and land downwind. And 1 at 300 which was a narrow (no base leg) pattern to a normal landing. For my private pilot flight test she pulled it at 200 so I did a downwind landing with a 15 knot tailwind with gusts. Pretty exciting in the 2-33

I’m still learning the software. I thought it was going to spit out 360 too, but if you go to the part of the software where you can add titles and such it forces it to pancake. :-( I can spit out 360 if I post the raw files with not titles, etc or drag it into premier Pro - which has it’s own complications. It’s a learning curve and I’m still on the steep part of it.

@@BillPalmer it only works through the desktop app. Phone app will not spit out 360 that youtube can support. I went through the same learning process. Can't wait to jump into the cockpit on a true 360 with you and enjoy the panorama

@@BillPalmer Hi, I fly in the UK (DSGC), tried an Insta360 and gave up, as the editing is a pain in the rear!

We might have been able to do that,but then we’d be at the far end of the airport after landing. The wind wasn’t so bad that making a downwind landing was unadvisable, but it was enough that we had to consider our height vs distance back before turning.

Exactly, and that’s the point with this one. We took off with a pretty good wind, so you don’t want to turn back too soon if you’ll be close and high with a strong tailwind.

Warner Springs, CA

Indeed they are, and it's easy to reach landable flat land from anywhere on them, so it's not even that scary.

Wow, thoses sound amazing!

Why wait? Go check out your local glider club or operator (see SSA.org in the USA for where to fly). Your previous aviation experience will dovetail nicely with learning to fly gliders which then opens up a whole other world of flying fun and challenges.

@@BillPalmer I know, i was planning to do it last Summer Australian Zone. But instead kept flying my paraglider. I guess i just have to bite the bullet and go and get the license sorted.

While some prefer to slip the glider in thermals (e.g., “The Halighaus way”. thesoaringpage.com/docs/Holighaus%202004.pdf), I don’t know of anyone who advocates any degree of SKID! (That risks spin entry) Huth says to increase from 25 to 50º of bank when the surge is detected. thesoaringpage.com/docs/Flying%20Further%20and%20Faster%20Pt%201.pdf#page=45

A slip is a way to go straight. You want to turn. Practice skidding your glider when you have room for error. Have a little extra airspeed before anticipating the core and as soon as you hit the core pull up and bank 30° and generous rudder. Immediately push the nose down so you’re just above stall and try to hang there for a second or 2. Then opposite rudder and gently go back into the lighter lift. You’re trying to stay in the small core as long as possible. Try to get a little over a 90° turn with the skid. Takes a lot of practice. I won’t do it close to other gliders.

Sounds sketchy. The idea of thermalling with a slight slip (not skid) is to reduce the aileron deflection in the steep turn and thereby reduce drag. Recall that in a steep coordinated (yaw string centered) turn the inside aileron will need to be down slightly to compensate for its slower airspeed (approx 20% slower at the tip in a 45° bank)

@@BillPalmer That’s interesting Bill. Good technique for scratching in light lift. Some of the advanced pilots have said to try thermaling with rudder only. The only time I use the skid method is in strong small cores. I have never entered a spin skidding a glider in a core. That’s including rigid wing hang gliders. On the “ big air” days it’s better to stay in the tight cores as long as possible than to worry about centering the yaw string.

Glad you enjoyed it

likewise. I hope to meet up again sometime soon.

Glad you enjoyed it. The ground is at a very low elevation so I kept telling myself, "well, this is like being at 8500 feet home" :-)

Yea, sometimes. Between the “soda can” and the Oudie, plus my own intuition it’s usually sufficient.

I definitely wanted to avoid that. The aero retrieve from there was a nice surprise. I had expected the retrieve crew to start heading out with the trailers.

Skysight.io is nearly worldwide.

But practical and useful information for glider pilots who want to know when it will be good flying. Give it some time to soak in. It’s not really that hard.

@@BillPalmer oh yes I agree completely, I need to watch this about a dozen more times (:

Thank you. Glad you like them. I Hope they may inspire your own soaring adventure!

@@BillPalmer They do very much! Iv got my checkride hopefully soon and im rebrushing up on information. I wish i had found your videos before!

@@excellenceinanimation960 don’t miss my website too. TheSoaringPage.com - jam packed with info and resources

@@BillPalmer Thank you very much I will check it out! Do you have information on all the different types of glider? As in how they compare any why? Wing airfoil differences construction techniques and materials? As a newbie to the world of gliders I don’t know any of this. I see a fancy discus and know it’s good but don’t know how good and why and how it compares to others or how to analyze for myself.

@@excellenceinanimation960 well, that’s a big subject, but it comes down to analyzing each glider’s performance plot called a drag-polar. It plots speed vs descent rate and will yield a glide ratio in still air at various speeds. All glider’s will publish a maximum glide ratio which is tempting to compare them by, but the real key is how hey perform when going fast!

Interesting. How does that work?

@@BillPalmer I’ll try to explain it I’m not a native speaker so don’t expect to much. We use the esw 2b it’s an electric winch that gives the plane a limited force it can use. When pulling the cable the winch constantly measures the force on the cable so when the pilot is pulling the force gets bigger and the winch compensates that by pulling slower. When the glider puts the nose down the winch notices the lack of tension of the rope so it pulls faster to compensate it what makes the glider pick up speed.

Understanding the Why, is a key memory aid as it makes it all make sense. But for most non-G airspace below 10,000: C-152. As in Cessna 152 C=3 rd letter of the alphabet. For 3 miles vis 1 5 2 for 1000 above, 500 below and 2000’ horizontal cloud clearance 10k and above: F-111. As in the F111 fighter bomber F= 5th letter for 5 miles vis 1 1 1. For 1000 above, 1000 below and 1 mile horizontal cloud clearance

There were two other gliders in the same wave, though we were not always together. They got a head start and continued a line that I didn’t find the connection to. But we joined up later. Another pilot was not able to connect with the wave from the tow (took me two tries as well).. We have quite a few places in California that have regular wave flying in the winter and spring. Come on out and fly with us!

@@BillPalmer Bill I hope you read this message. I have went to France hoping to get into some wave. California is a whole lot closer to me (I'm in Toronto). I have already looked to airfield on Google earth and been making plans to come out.... I'll post more questions to you.

@@markplain2555 OK,great. Wave season is coming to a close. So good wave days will be less frequent. Have you looked into the established “wave camps”? They provide an excellent education and properly equipped gliders for high altitude, usually in concert with a wave window into the class A airspace. California wave windows are in flux right now but if you do contact me we can work to find something for you.

Excellent. Thanks for letting me know it’s been a help, Yeah that was a really cool sight to behold

Saturday 5/4

Dry. No ballast allowed.

Yeah, me too!

What?

True, but there are still many great places to soar

Well, it IS heavier. Weight is equal to the mass times the acceleration (g force). An aircraft with a higher G load doesn’t gain mass, of course but it does gain weight. In the same what that items in orbit are “weightless” but their mass is the same. The word heavy is less precisely defined than both mass and weight, but a simple search reveals: “When we say an object is heavy we mean that a great force is needed to lift it. Therefore, the heavy refers weight.”

@BillPalmer Not so. Weight equals mass times g, and g is about 9.8 m/s^2. When an aeroplane banks, it does not weigh more, but there is an extra load on the wings to provide the centripetal force required to make it follow the curving trajectory of the turn. This misconception might not be your fault, since physics is often poorly taught these days.

@@tallbillbassman Indeed Weight = max x G. Sure, when stationary G is 9.8 m/s^2, but G is not exclusively due to gravity. G force is a measure of acceleration. It can be from any acceleration. The combination of gravitational and acceleration vectors(all described as G’s) can compound like a rocket launch or cancel out like in orbit. When an aircraft is in a coordinated turn the total G load is higher , therefore the weight of the aircraft is higher. The G meter in the aircraft does not stay at 1. At no point in the turn do we bank and THEN apply an increased G, it’s done simultaneously. If you bank without turning you’re just slipping. This video is about TURNING. I really don’t know why you’re trying to argue this. When the higher G force in a turn is applied, the aircraft effectively weighs more and as a coordinated turn requires a higher angle of attack. This is the important concept to present to pilots. In a 45º coordinated turn, they should feel 1.4 g’s and they should know their performance and stall speeds go up almost 20%. Which creates a reduced margin between their current AOA and the critical AOA. THAT’s the point. The chicken-egg argument of which vector came first is NOT the point here (though it may be in physics class).