Glider Emergency Rope Break at 200ft Practice
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- Опубліковано 6 вер 2024
- When flying a glider behind a tow plane, there is the chance that the rope can break at any moment. It is good to occasionally practice a low rope break with the help of a qualified flight instructor. This is basically putting yourself into an emergency situation with an instructor riding along and making sure you do everything right because you don't have the altitude to mess up and will likely crash the glider. This was my first soaring flight for 2018 flying out of Nephi, Utah. I was doing my spring checkout for the local Utah soaring club to dust off the flying skills and for a gliding instructor to make sure I was safe to fly again. Looks like I passed. Thanks so much to John Gonthier for going up with me and for the very helpful tips and advice. You can never stop learning and I know I have a lot to still learn. We are flying a Grob Twin Astir which is a two place sailplane with medium performance. I can't wait to get back into the cockpit of my own gliders and do some fun cross country soaring soon. Stay tuned and thanks as always for the support, comments and watching! Bruno - B4
*3am
UA-cam: Hey wanna watch a guy practice for death?
Me: Sure why not
Bro wtf is 3:46 am and im watching this for no apparent reason
3:25 and here I am
This is the most fun you can have in a glider
big reason i cant be a pilot how the heck do you understand what each other is saying that was 100% garbled to me on the response to you ready check.
hardwire Most pilots know and anticipate what the ATC is going to say so it's easy to figure out what they're saying, even if it's quite garbled.
It's significantly easier to hear in person, too.
hardwire it’s clearer in the cockpit (at least in my Uncle’s Piper Cherokee)
It's easier to understand when you're a pilot, because you usually know what is going to be said anyways.
In this case, the glider announced that he was ready for takeoff. The garble you heard afterwards was the Tug Pilot on the radio: "Nephi Traffic (tug tail number) departing runway 35, glider in tow, Nephi"
I couldnt understand the tug tail number, but because i know what was going to be said anyway, catching some syllables of the rest of the transmission makes it clear.
On the radio? Gliders don't use headphones it's easy to talk inside a glider big difference between powered flight. The gliders where I got instruction didn't use radios it was all done with signals. The flight instructor was old school he said radios are nice to have, but we needed to learn hand signals and stuff. He was WW2 P-51 pilot it was years ago in the early 80's he said when they flew in formation they never really used the radios it was all visual hand signals or just a nod sometimes those guys were so in tuned the wing man was watching the lead. He said sometimes used radios in big formations might have a flight lead he give a few quick orders call out bandits. I could listen to his stories all day long wish I had got more instruction from him he long passed away.
Excellent smooth landing. No panic, no rush. Very professional !
they didnt panic or either rush because its practice
Ohhhhh!!! This happened to me!! We were launching of the cliffs at Torrey pines in San Diego, in the wind towards the ocean, straight drop of from cliffs to ocean! Using a winch launch, the tow rope came loose at around 100 feet altitude, we were able to stop a couple hundred feet before the cliff drop of,,, : very scary situation (:
FelixD cat can gliders ditch in the ocean?
Seems like youve found it trilling.
F
Bravo! I was taking a ride out of Jacumba and the winch cable broke at about 200 feet. That was exciting!
"flies like a truck" had me dying 😂😂
Bruno you killed it, nice landing with tail wind. Thanks for all the videos
Haha, right when you stopped talking I was feeling a bit nervous too. Pretty low turn. Personally would have (or atleast would hope I would) not touched the spoilers till lined up.
The G103 can really dump altitude if needed with those spoilers anyways.
Right there with you - I did NOT execute this perfectly. We all get to watch and learn from my mistakes. I was so worried about the tail wind I wanted to not overshoot the end of the runway. Of course we all see I had plenty of room. I agree I should not have touched the spoilers till lined up. I would say I got a little bit tunnel vision right at that point trying to get lined up with the runway. Glad the wing tips have wheels so I can wheel around the turn if I get too low... ;) Thanks for watching!
Are those wing tip wheels a factory option or custom? Any info if custom? We take-off on paved and try to land on grass, but sometimes have to land on the pavement. The paved runway is raised, and if the pilot does not ride about 5ft to either side of the center-line, the wing bottom will drag the edge of the runway when it comes down. (or if the wing drops on take-off). Nasty noise....On a side note - I have seen a G103 ground loop and loose it's tail with a late base to final. Also a nasty noise, but wonder if wingtip wheels would actually had an effect.
It was conplete tongue in cheek about pivoting around a wing wheel. Would NOT be pretty. Yes, they are custom installed by our club's mechanic guru. They work great.
Don't you just love your annual checks. Launch failure, spin recovery, demonstration of a good circuit.
Thank the lord I've done mine for this year.
I was taught that if the rope breaks you want to (slightly and quickly) pull back for two reasons: first, when you tow, you are going faster than normal, and if you are low you can convert those 10/15 knots above roundout speed into usable height that can be precious. Second, you can hit the rope (see how close it get to the right wing as it turns?), which can make a difficult situation worse. In your case, though, you lost airspeed almost immediately after detaching, so it really depends. After all you were nose up as you were climbing...The important message is that you have very little energy to play with, and you have to manage it very carefully. Too slow and you stall and spin. Too fast and you burn it. Also, with such tailwind, and not in a simulated emergency, I would have still landed in the field ahead. I might destroy the glider, but who cares. It's just too much risk to do a 180 at 200 feet, and then land airspeed+tailwind. You hit turbulence or sink, with a bank angle that high, and you end up digging the wing in and cartwheeling, and then you are dead. If you have to crash, crash with the wings level. **Of course I am not saying that what you did was wrong**. What I am saying is that in a real emergency and with your scenario, I would chicken out, land ahead into wind (less ground speed) and just risk the glider, rather than me and the glider.
Yo posted.. "not in a simulated emergency, I would have still landed in the field ahead. I might destroy the glider, but who cares. It's Ajust too much risk to do a 180 at 200 feet, and then land airspeed+tailwind".. Dude, WTF!! Are you such a dam coward you will destroy my glider i rent to you on a such common Tow Line Break???.. Dam.. We have 14 year old girls doing that turn for real while solo.. Dont rent anymore.. Go buy, and destroy all you want.. Shameful to say you cannot do what 14 year old girls can.. Im a CFI...
@@feetgoaroundfullflapsC
As a CFI you should never push or suggest a pilot do something that he does not feel 100% comfortable doing. It is a recipe for disaster. It is always better to wreck a glider/aircraft than kill the pilots.
@@CZbanhof YOU ARE THE TOXIC LIAR, Dummy!!. Where the fuck i posted that you could bring it back from UNDER 200. F you, Vucking liar.. Nowhere in my post i posted that.. Toxic you..
I love watching you take off from my back yard. I actually watched you taking off over the weekend, this looks like it's a video from this weekend. Love watching your videos. Keep posting.
Cool! You need to come out and fly with us one of these weekends!
Sounds like You we're Giving John The Tips on this one.
Good Flight
Thanks for posting Bruno! Your video highlights the need to keep the nose down and keep the speed up during a rope break. It's easy to forget that. Great video.
I’ll meet you there. I’ll be driving the silver Honda in the parking lot. 😎
I didn’t kill myself, what a nice spring day 😂😂😂 I feel that
Apart from the occasional Pawnee I’ve hardly ever had a steep enough tow for a turn back to be possible
All my tows have been off a 2900’ strip at 3000’ asl behind either a Scout or 150 hp Citabria. We go 30 degrees off runway heading at 50 feet and I’ve never had any concern about not making the field from 200’. We even did them at 250’ in a SGS 2-22, which was affectionately called “the brick”. Never a concern in our operation.
Hey Bruno, I always enjoy your videos! If you think the Twin Astir flies like a truck then it's too bad you can't take a flight in the LK-10A that I soloed at the tender age of 15 back in 1959 in Enumclaw, Washington. Now, that was a truck! I weighed about 110 requiring 50 lb of lead ballast. It took about all the strength my skinny little arms could muster just to move the ailerons. Like the Grob, though, the rudder was ineffective, and the elevator was way too sensitive. Still, soaring was a great experience, even in a truck!
I am 15 and learning to fly in this “truck“ 😂
Greetings from Austria
We used to call the Twin Astir the "Twin Pig". Weighs more than most trucks and flies like a supertanker on barbiturates.
turns like a cruise ship!
Tom Kelsall - Our club has had both the Astir version and the 103a version, and the Astir is most defiantly the pig.
*GRIN*
My wife and I are just starting, although she is transitioning from power, and I appreciate seeing the rope break practice at this point. As a novice with the whole road ahead it's actually a bit comforting to hear that you never stop learning to get better. I sure have enjoyed your videos and I think some helped me finally make the decision to go for it. Thanks!
Hey Robert. Thanks for taking the time to say hi. How exciting that both of you are learning to fly gliders! You guys will love it. You have so many exciting experiences ahead of you if you keep at it. Please keep me informed as to how you guys progress. Cheers! Bruno
@@BrunoVassel Will do Sir. I do have a question and would appreciate your input if it's not inconvenient. We live almost two hours from our field, Cherry Valley, AR and so far lessons are only available on Saturdays. We have been talking about setting up our own flight simulator. I'm sure there is no substitute for the real thing, but can one learn and improve by using a flight simulator? Any thoughts or recommendations? Thank you so much for reading and responding to my comment. Btw your flight to the Grand Canyon had me in tears as well.
@@robertbeger4275 Great questions and good news: Condor flight sim 2 is fantastic and can be very helpful with training. There are a few individuals who can help you train virtually along with your real world lessons. If you get the program please let me know and I can get you the contact info for the virtual instructors. Cheers.
I've done this as part of my SEL training and I was taught to pull the flap lever (PA28-181) in the turn to lower the stall speed while pushing the nose down for airspeed then let the flaps back in slowly as airspeed increases to then extend the glide distance. I was about to turn back and realign to the simulated runway in less than 500ft loss. We did the maneuver at 3500ft out in a practice area.
I would have turned right after release. The initial turn to runway heading would have been a bit longer arc but you would have been lined up at higher altitude without that S-turn you made.
My instructor and I agreed to turn to the west since there are high power lines on the road to the east just outside of the airport property. Had that not been the case, you are correct - turning right would have lined things up better.
This is a perfect example of it being good to practice emergency procedures on a regular basis. Yes you are correct that it would have lined up with the runway better had I turned right. Being so low to the ground when the rope released, it was amazing how strong the urge was to turn in the direction of least turning to be pointed back at the runway. By turning left, I was pointed at the runway quicker - BUT perpendicular to it. By turning right, I would have been turning longer with the airport behind me and not being able to see it, but I would have been better lined up. It is a great exercise in practicing these things. A few more low rope breaks and I think it will be easier to turn in the correct direction.
The correct direction is the one that gets you and the plane safely on the ground. It can be correct to the left, or to the right. A lot will depend on ground obstructions to landing after the turn is made. Well done, Bruno.
Thanks Bruno, exactly my line of thinking. To most, it is counterintuitive to turn "away" from the landing area but - especially if you are a bit higher and when launching into a stiff head-wind - it will get you lined up much easier, and no bank changes.
I noticed that too, with the turn he made he was coming at the runway almost 90 degrees then barely made it. I always make like a crop duster turn. The two plane was doing the first half of the teardrop turn for you. If you would have gone right you would have been coming at the runway from a 45 degree turn instead of about 90 degrees.
I've only had the one "genuine" cable failure on launch - winch launch too, and the break was low enough (50 feet above field elevation) to permit a "spoilers up, straight ahead" landing. Interesting that, even back in the early 1970's, UK training required the pilot to demonstrate cable break recovery techniques - and that was flying ex-RAF Slingsby T31's (which were "only just flight capable" in comparison with today's amazing performance trainers (e.g the DG 1000T!))
Always really enjoy your videos Bruno! Always a great ride! thank you
Glad to see spring has come to Nephi. Our field is still wet (being next to a river), but assembly and operations could start this weekend! Looking forward to scaring an instructor with a few check-flights (ok, me too!), but I'm tied up the next 3 weekends. Bad planning!
Glad to see the videos coming again. Can't wait for this coming season. Looking forward to seeing what you do with your old Phoebus again.
Adrenaline rush there I bet. Glad you are back. The view are really nice up there. Wide, blue skies with clouds and beautiful mountains of Utah!
Rope break is one of the last items on my training grid. Flying that same Grob "club truck" or our ASK-21. Looking forward :( to that over the next couple of instruction sessions. Thank you as usual for the video!
Saudades dos seus videos, muito bom tê-lo de volta. Miss your videos, very good to have you back.
Ana Luiza Abdalah Obrigado amiga! Um abraco.
Makes me want to learn to fly one ..
Go for it! Fantastic experience.
Have a go. Do an AirEx, take control for a while. You will love it.
You probably know about this, but in a situation like that, it is easier to turn away from the airport and do one large 270 (in your case to the right) than a 180 and then a turn-reversal into a 90. You would have avoided the low maneuvering.
If you had any reasoning against doing that I would be interested to hear it!
Agreed - there were power lines to the other side of the airport so the instructor and I agreed to turn left. Had I done the 270 it would have been a cleaner line up but had I overshot it, it would have been too close to the power lines. Thanks for watching!
My thoughts too. By executing a simple, continuous turn we'd have lost less height and speed (especially since "s" turns are a known, taught way of losing airspeed in cases of spoiler malfunction). You might even have had enough height to allow a more conventional short final approach.
We lost a few tow ropes over the last few weeks, so we were using a well used tow rope while someone was off making another. We had a situation where we had what was pretty much a crosswind, but it kept switching between giving us a headwind vs tailwind. It was decided that because I'm light and flying solo, I could probably get up along with the towplane before the trees at the end of the runway, but I decided that we should review emergency procedures first, in case the rope broke.
The duty instructor indicated that, unless I was far off the field (I mean really far), it's better to turn back at the least angle from the field, that on the instructor course he was told that you can lose as much as 200' in a 180 degree turn, so 270 would be impossible.
Of course, the power lines were a good reason too. ;-)
I just want to endorse that even without the power lines, you did the right thing, according to what our instructors are taught (also, according to the laws of physics).
On another note, I got a headwind on my takeoff ... but a tailwind on my landing. What a rush!
I teach roll into a 45 degree bank with a pitch attitude that will give you at least your best L/D speed. Usually, your tow speed is faster than your L/D speed thus resulting in at least still be at 200 feet at the 180 degree point. I teach with the airspeed covered so mostly by attitude. Like in a 2-33. We are towing at about 65 mph. I go for a pitch attitude that will give me about 55 mph in a 45 degree bank and usually that will give me about 40 to 50 foot climb in the 180 degree maneuver.
YAYYYY your back have missed my flying buddy i seriously cant wait to fly out to utah and u and me can fly your glyder take care BRAVO 4
Nice landing Bruno. It would be easy to resist speeding the glider up being so close to the ground!! Very much looking forward to your videos during the season. The longer the better!! Love the sound of the Vario going nuts in the good climbs.
The guy in the back sounds like he's been around gliders for a while. Pleased to see you're in spring; autumn has arrived in the Antipodes (though I had a couple of hours in the Discus 2 weeks ago) - enjoy your summer, fly safely and make videos for me to watch during our wet winter.
Glad your back. starting to withdraw from winter
pretty smooth, good flying, sir
Man, I've been longing months for this! Glad you are back B4!!!
waw! this is nice! This summer I'm going to do my glider license! I cannot wait! :)
a favorite youtuber of mine and lots of people just died from paragliding so i just want to say stay safe this stuff is fun but its still serious business never forget that.
hardwire this is gliding and much safer than paragliding
@@lucas29476 agreed but still up a few thousand feet right just saying stay safe.
I was very happy to see a new Bruno video. Soaring over Utah is a treat!
Glad to have you and your videos back, Bruno!
Was there a worm on the windshield the whole time?
@@japorah
It allows you to see the angle the aircraft is flying at. Ideally you want to keep the string straight back.
It
Hey don't forget to make the experiment about pulling up at various speeds to see the altitude gained based on our numbers we calculated :-)
Ohh dude we have nearly the same glider at our little airport. Its really relaxed to fly but kind of old.
What's so hard? just push the stick down and you're back on the ground. Just not in one piece all the time.
Looking forward to your next season too! It is always super interesting regardless of which adventures you take me on.
Yes bruno, the twin astir does fly heavy on the controls but like you said always a blast when flying in the glider for a day. Our club owns a twin astir as well great glider with some problems but thats with all. 😁
tbh i never gave gliders much thought but id have never guessed they were towed off, that was pretty amazing!
Bruno, pleased to see you back after your winter. Look forward to see more of your great videos. Ps good landing !!! Cheers from downunder.Au
If you had turned to the right line up with runway would have been easier. Tow pane had turned to left on tow
I've been taught NOT to do that, as you loose more altitude the more degrees you turn. This close to the ground that is a dangerous proposition.
One 225ish degree turn to the right seems to be better than one 135ish degree turn to the left, followed by another 60ish degree turn to the right...very low to the ground, with a tailwind.
That 60 degree turn to the right could be reduced to a 45 degree turn or even a 30 degree turn if he had not turned as much on the initial turn, and the later turn can be done more gently, with much less bank and altitude loss than the original turn.
Missed your videos, good to see that you are back in the air.
Stu.
The Grob is very heavy on the controls but it's a good aircraft.
Right on Bruno and B4 is back!
Good to see you back , enjoy your videos.I fly a paraglider so same principles but a bit slower!!!!!!
Wow thats a nice recovery and landing and can´t wait to join your adventures this year!!If possible make them full length :-) and raw(unedited) just like it happened, good thermals&happy landings!!
Hey Bruno, nice landing!
Can you explain, why you took left insted of right turn towards runway? Can't tell exactly, what the wind was doing, but left turn was taking you away, not closer from your runway.
Thanks.
10ft above the ground: "John, your canope is closed, right?" :'D
But you did a good job, maybe you could've pulled the brakes a bit later.
Is it common in your club to announce cable brake practises? In our club the flight teacher just pulls the release whitout the student exspecting it, so it's more like a real cable brake.
Keep up making vids!
Welcome back, I´m looking forward for new awesome videos.
Ahhh 200 foots are the best 😍
Written comment are more than welcome
Been there and done that! Nice work.
Good landing, good your back up making videos!!!!!
How can you get it wrong with miles of runway? A rope break is an altogether different animal when flying out of small grass fields with little or no undershoot or overshoot.
Looks Like in GTA V
I really enjoy your videos, mate! Keep it up like that. Practicing this type of emergency if something I'm sure we do less often than we should, liked watching. Let me suggest something, why don't you add some subtitles to the windy bit, I could barely understand. Cheers!
I would like to see some full length, uncut 5 hour glider videos again! :)
look forward to seeing your old glider Bruno! :D
Lucky dude with such a long runway. In 60m I would land on a field next to our airfield. We have 550m grass and a 100hp tow plane which means we often are airborne close to the end of the runway. If it is warm and we have no wind or maybe tailwind (we are just allowed to make airtow into one direction) we have a low climb rate and in 60 ft you may have no chance to come back safe to the airfield.
Nevertheless nice job and good video 👍👍👍
Florian Danker I'm surprised 100hp can even tow a glider!
Finally back flying with my friend Bruno Vassel.
Steep turn
Gliders do it at 200' @ 45 deg bank.
Beautiful emergency landing!
I’ll have to do the same thing tomorrow :) I haven’t flown since early December
Welcome back
Missed you
Bruno is Back!
Woohoo! you're back!
You’re back!!!!!
Thanks john
200 feet? That looked more like 400-500 to me but idk
The altimeter is showing 500 feet above sea level. The 200 feet was above ground level
Can you do that in 50 feet and ofcourse in the end of the runway !!!???
Do you also do winch launches? I heard they are not very common in the US.
Why did you not take off from the other end of the runway to give a headwind component?
Nice grob:)
Damn he`s back...
Very nice! Do you practice spins/stalls regularly too in America?
Eat Sleep Van how do you practice stalls in a glider?
2fastHarley point the nose up. I promise it won’t keep going up forever :) the more accurate answer is increase the angle of attack usually done by lifting the nose and slowing your airspeed. It’s very good to practice regularly to know how your glider stalls and what the warning signs are. Buffeting (shaking) of the wings for example.
Yay a Bruno vid!!! 😃
Bruno please can you do a walk around of glider 85 whiskey???
As somebody who's very interested in gliding, but who knows very little about it - why is he pointing the nose down? From the commentary in the video I gather it's because of airspeed, but why do you want to increase airspeed in a situation like this?
It is more to avoid losing airspeed rather than increasing it. During tow the nose is higher than during glide and if you forget to push it down when the force of towrope disappears, you will lose airspeed and risk stalling the glider. At low altitude it feels unnatural, but needs to be done. Also, some extra airspeed (within reason) never hurts, especially while decending through wind gradient and/or turbulence.
Try to turn with low airspeed you will lose lift and stall the plane, entering a spin. Nose down is the only way to increase speed in a glider
holy moly balls of steel.
The thing on the windscreen really annoyed me and why am I watching this
That "thing" is to check for turbulent air flow which you don't want over your wing/aircraft, if it starts swirling then it means you are losing lift and you need to adjust your angle of attack.
I still have a nightmare about the cable breaking.
Scenic!
A Grobe?
I miss doing this...
I have question, when you glide like 200 miles away, how do you get back? do you just follow the NAV GPS just like auto GPS to get back?
thx,
jh
Yes, but in general after you fly in an area for a long time, you just recognise features on the ground and, if you don't have NOTAMS or airspace limitations, you just follow them. You have, of course, to keep in mind that the wind is potentially pushing you (and wind high up may not be in the same direction as on the ground), so you have to compensate for that.
Don't they call that the impossible turn.. or is it different for gliders? Looked like something that could easily go wrong if it was an actual emergency. Still.. good job!
SCREAMIN' LORD BYRON
It’s similar.
How many years experience and how long out of the glider? This 'checkout' seems a bit over the top, especially considering you could probably instruct the instructor....
prreith - Most glider Spring Checkouts include a surprise rope break. Even two instructors checking themselves out may do it.
There is never too much experience to practice emergencies, especially considering we have lost pilots over the years including one famous one in launch failure emergencies.
Hi Bruno, may I ask what plane was John flying ? the yellow one ?
Don't tell me it is a Call Air A9B ? I believe is called ?
John was in the back seat of the glider. The tow plane is a CallAir.
Could you introduce your tow plane as you presented your ASW?
Who was rooting for the worm?