Great work! I wouldn't wish a brakes open on anyone doing their first solo. The tow pilot did well to release so quickly when you went high. Turning right and the landing was perfect, so well done!
In Holland they Teach students to land behind the Tug as part of their Training I was very fortunate that I did most of my Gliding in Europe in the Royal Air Force Gliding and Soaring Assoc. RAFGSA & RAFGGA and we would fly to these clubs and from them and use there Tug aircraft as we were all Winch Launch from 3000 meter runways sadly we no longer have Air Bases in Germany and that has gone to History
@@hyime69 I'm learning to glide with a club here in the UK, and they also teach "descending on tow" and landing behind the tug in the event of a release failure
My comment relates to prevention. At our club, our wing runners do a short prelaunch challenge/response checklist with the pilot Straps (ON), Canopy (Closed and Locked), Spoilers (In and Locked). For this second flight, I noticed 3 gentlemen, one presumably the wing runner, standing off to the side and no one did the pre-launch check with you. Ultimately, it is the pilot's responsibility but for a low time, especially first solo(s) pilot, IMO, they should have executed the prelaunch challenge/response checks with you. Other than that, you handled yourself well for a first/second solo pilot and clearly learned a lot of lessons and are not afraid to admit your mistakes. All the best with your flying future.
Well done, and a really good lesson for us all. On my first solo flight I had an actual rope break at 125m and landed without issue using a shortened circuit. Was really good for me to feel the safety of all the previous practice of rope breaks and aborted take offs paying off. Happy landings and see you in the skies.
Your post flight summary is excellent; not being tempted to abbreviate your check list items when feeling pressured by others is very important! Saying “Brakes closed and LOCKED” on check list is said for a reason; now many others will understand this thanks to your brave share. Well done!
Absolutely. Pilots who pressure other pilots to rush checks should be taken out and shot. My standard response is - oh dear,you’ve made me lose my spot. Ok - let’s start again…
Great job overcoming the obstacle and getting back on the ground. Might I suggest treating that spoiler/airbrake handle like a powered aircraft’s throttle. Keep your hand on it the entire time during takeoffs and landings. Even if you complete the checklist, there is a chance that the spoilers will be stow, yet remain unlocked. It is a best practice to double and triple check whether the spoilers are locked. Although, having the spoilers open is not a big deal. If they happen to open, just close them, immediately. Most glider schools will teach student pilots to keep their hand on the tow-rope release in case an emergency requires an immediate release. I think this should be changed. In the glider this student is flying, the tow release is right in front of the spoiler handle. It would be better to keep a hand on the spoiler handle at all times during takeoff and landing. This puts your hand within inches of the tow-rope release without the danger of inadvertently releasing the tow-rope. You will also retain positive control of the spoilers at the same time. For me, this is a carry-over from my powered aircraft training. In powered aircraft, you always keep your hand on the throttle during takeoff and landing. When behind the power curve, your throttle controls altitude and rate of descent/climb. Your pitch controls airspeed. A gliders spoilers provide the same function as the throttle of a powered aircraft behind the power curve.
Exactly that happened to me in a Ka8 at my very first solo. It happened within the first 5 seconds at the winch. However, I was able to close and lock the handle instantly and even to continue my climb. I finished the flight without any further trouble.
What really scares me is the initiation of the right turn without having enough airspeed. This could easily lead to a spin. At this altitude most likely not to be recovered before impact. We have a checklist after cable break (winch and aerotow): stick forward, check speed, release cabel, select approproate approach pattern (options to be determined before take-off).
@@ChadDidNothingWrong Are you familiar with this glider? When he is initiating the turn he is well at the minimum speed. It is not five or ten knots. One knot could have done the job.
Well done. Only thing that I reacted to is the tow pilot telling you not to land in the fields. Sure, it was the right decision this time, but he didn't know that for sure. The pilot (you) are deciding whats best for you in that situation, no one else is. Good job anyway!
I'm sure he knew the circumstances , the altitude , the airfield a lot better than the student pilot.. And made the call for the student pilot because he knew the new Solo pilot might simply not have the experience and confidence to make the call while under pressure and surprise of it all happening while he is still just learning basics. Sometimes you gotta trust the advice you are given, and while you are a student pilot, I'de say that is one of those cases.
Thank you for contributing to our collective education, and for posting this excellent training video. I like the fact that the club has instituted a 30 minute minimum time between early solo flights. You know what happened, why it happened and took the third step to try and prevent it from happening again by amending the club's procedures. When an instructor explains the "why" something like a procedure/policy/rule exists it helps the student understand which is a step above simply complying.
Main thing from this is important lessons were learned without harm (hopefully no damage to the glider). Pilot didn't panic and used observations gained from the previous flight to his advantage.
I had a spoiler jam open in my old Libelle. Nothing worse than seeing that red on the wing when you don't want to. Resulted in my first ever time landing out, too. The recovery cost me a lot of beer that night.
Thanks for sharing. I had the same thing happen to me in my first flight of my PW-5. I hadn’t locked the brakes properly mainly due to unfamiliarity with that’s system (transitioning from a Schweitzer). Fortunately, I flew the tow fine, but with a high pitch attitude. It was very hard to see the tow plane even though I was in proper position. Finally around 1500’ AGL I got a call on the radio telling me to check my brakes from the ground crew (they also had it on film and went back to check the brakes had deployed). I looked to my wing, saw the brakes open, shut them, and low and behold the damn thing flew great for the rest of the tow.
I am a 60 yr old student Pilot & videos like this one are very very useful. Especially the explanations too. Our gliding club have a strict regime of pre flight checks before getting into glider & once inside & before flight. By watching videos like this, we understand why these checks are so important. Thankyou
I'm a little bit older. Started my sailplane add on at 62 fall of 2022 and am sill working on it. (many delays - equipment, health, weather). Getting close to solo and a few flights ago my instructor did the low tow line break emergency test and said I a great job. (I know when I do well if the instructor is quiet). Lots of fun learning. All these videos are helpful.
On my first solo flight, at age 18, in 1981, was in a Lehrmeister, OY-DXK, I came too close to some very high (1,5 m / 5 ft) tall grass at the side of the runway with about 25 cm / 10 inch of my left wing tip, but enough to make a 180 ground loop. After a quick check, and no damage done, I went straight in front of the line and had my second and perfect solo flight. The year before, my instructor and I had a wire start going wrong (the engine stopped), and we stalled and belly-landed like a rock from 20 m/ 50 ft, and the bottom of the plane and both wings were severely damaged, but after a winter of renovation, it went flying again. I had not yet been trained in the abrupt start, and the instructor didn't know that and wasn't ready to take over and bring the nose down from 45 degrees.... How I loved that old 2-seated Lehrmeister. My next "solo" flight was in a 1-seated KA8b, OY-BXK, and I was in love again! I never learned to love any "plastic" gliders... though I loved the spins, loops, and flying "upside down" the "plastic" gliders could do. And I never again had a ground loop, crash or any nearby crash for the next 9 years, until my life outside flying crashed and I had to stop flying... + 30 years have gone by, but I'll never ever stop looking at the sky and the clouds, and remember how amazing it was being up there all alone. And how sad it is so many clubs having a hard time finding young boys and girls who would want to start flying gliders! If only they knew what they are missing!! Especially those who aren't born into it, and becoming 2. generation pilots, like, and so many others, were. Enjoy it while you can ❤
good on you for sharing this there are more lessons to be learned here as well: you went high after the airbrakes opened up, thankfully the tug pilot released without delay but had he not done so the result could have been much worse - this is why when we're being towed we should always have our hand *on* the release knob until you reach 1000 feet (exception for flapped gliders)
Wonderful teaching material. The ground camera footage clearly shows how the left wing spoiler pops out in a sudden. 🙄😯Great teamwork between tow pilot and student, well done. Tks for sharing.👍
I know the ASK 13 very well and the brakes can make these tricks on you. In our club the students go on to fly a Junior (SZD-51-1) after solo on the ASK 13, where they have to get use to the felling off the brakes does NOT lock in the same matter as on the ASK 13. Even when I fly the ASK 13 today from the front seat I have to make 110% sure the brakes are locked, as I have short arms I will have to reach far (with tight seat belts) ahead to open the brakes and I have no control of the first ½cm of movement as the brake handle comes into my palm of my hand. In your place I would had turned more and landed back to the start however not straight 29... However I most say you did a very good job and landed safely and that is all that mattered. I most add: Train not going slow at a low altitude like you did in the beginning, you life depends on it. I do winch launches and know the feeling of going fast at low altitudes :D Low altitude wire breaks. Second add: NEVER pull up if something happens while you fly, stay behind the tow plane with it in sight, even push down to keep speed. The towplane will tow you even with full airbrakes ;D. And if you pull up doing normal flights (without a towplane in front) you tend to stall, which also is the case for towingfar
Okay as a glider pilot I should comment on the safety procedures that one should seriously consider in this case: . 1. The 30 minute break is not going to make a difference. What makes a difference is the careful attention to doing your checklist WITHOUT haste. Be clear on this: if you are in a rush, you are setting yourself up for trouble. If you must miss your tow, or the tow plane needs to shut down while you go through your checks, then the stress is off and you can be meticulous. This is very important. Under stress you are VERY likely to miss something. . 2. I used to fly in one region where we were required to memorize the checklist. I moved to another region where the checklist was different and actually difficult to memorize (this was done on purpose). Instead there was a checklist stuck on the front console. This is actually better, it disciplines you to go through a written list (rather than quickly run through it from memory). In this way when you check your spoilers/brakes you check: are they out equally balanced?, are the out to full extension then forward AND LOCK. Say it out loud, "AND LOCK." . 3. There is a video of a very advanced pilot (can't find it) and on take off he still literally points his hand forward while on take off and saying out loud to himself, all his options: forward, forward, forward (implying he can still land on the runway), once clear of the runway, he clearly articulated, "field to the left, field to the left" up to about 300ft, then he says, "180, 180" articulating that he can turn 180 degrees and make a downwind landing. The important part here is that with his many thousands of hours of experience, he still articulates his safety procedures out loud. . 4. Lastly and MOST IMPORTANTLY concentrate heavily on NEVER BALLOONING THE GLIDER while in tow. Especially at low altitude. I was a member at a club where this happened and unfortunately it all happened so fast that the tow plane tail was lifted too high and the tow pilot was flipped into the ground and died. Focus heavily on staying in low tow position until at least 300 ft then slowly come back to you correct tow position. . Safe flying!!!
1. Always do all checks. If disturbed, start again at the top. 2. If experiencing continuous sink, check the brakes first. 2. Flying an ASK 13 fast, the brakes are sucked out by the airstream through the locks. In case performing low-fly bypasses or loops, I lock the brake handle with my left leg. 3. If flying a Grob 109a , making a high speed decend, the brakes cannot be closed, they bend backwards and lock on the wing. Reduce speed and close the brakes. and continue enjoying the sport!
Take off on bumpy strip, hold spoiler handle closed and locked till airborne, in fact, even if airstrip is smooth, have left hand on spoiler lever. I have witnessed what can happen if the tug is not powerful enough to drag a glider into the air and has to dump the tow rope to be able to clear the fence at the end of the airstrip. Cheers from Down under👍🇦🇺
Thank you for sharing this video! Glad, that you and tow pilot have finally landed safely. As I can see - bad things could happen very quickly in the air - there isn't so many time to think about...and correct and quick reaction to any such situation is vitally important.
You did fine. Mistakes happen to everyone, kudoz to you for sharing. Nice landing btw :-) After we do our first solo, it is mandatory on our field, that is our last flight of the day. No more flying. Worked well for us so far. Also I recently finished my glider pilot exams and instructor simulated locked open brakes on winch launch. That was fun ;)
That happened to me once, but I was flying a 1-26. The brakes came open during the tow, but the tow plane easily overpowered the drag until I noticed the situation. We were at a good altitude and I made the mistake of just shutting them quickly. As soon as I zoomed up, I cut loose. No real problem, but a lesson learned.
I don't agree with your conclusion. The spoilers were not the main problem in my view. First mayor issue was pitching hard up in a tow. This should never happen. Second issue was not pitching hard down after the airspeed dops to minimum (mayor warning: no more wind noise). Instead you initiate a turn at minimum speed. So I'd rather wonder if you were really ready for solo and if you did train emergeny scenarios (like low speed) prior to soloing.
And if you look at the wire during the final turn, it was pointing to the right showing a dangerous situation combined with low airspeed to initiate an incipient spin. Scary.
There was a tragic glider accident in America a few years ago, I don't know if it's already been analysed in a vid, but it took off under tow with the small trolley under the tail still accidentally attached. The controller on the ground radioed "Abort", so either the glider pilot or tow pilot released the cable and the glider nosed into the ground killing the pilot and a woman passenger and a toddler on her lap. I've not been able to find an accident report to find out exactly what happened.
Good recovery! It is still true then, that in many clubs launches are often rushed and check lists glossed over. You did well. I remember must have been solo 2 or 3 at Dishforth UK which was active uk army base at time.. I had a stupid Lynx helicopter decide to do an approach landing across my finals. Had to land very short. Not what you want.
Well done. A debrief immediately after an incident is very important. Surprised the tow plane took you up immediately. There may have been a mechanical fault with your glider that should have been thoroughly checked before another flight.
When I went solo with the Royal Air Foce as an Air Cadet at the age of 16, we used the mnemonic C I S T R S - Control [controls fully operational] Instruments - [working and calibrated] - Spoilers [check operational and retracted] Trim [as required] Release [release operational] Straps [secured] 😎👍😎
On civvy street we use CBSIFTBEC - Controls full & free, Ballast correct or removed if not required, Straps on and secure, Instruments reading sensibly with no broken or fogged glass, Flaps set correctly if fitted, Trim set for approach, Brakes closed & locked, Eventualities if there's an abnormality during the launch, Canopy closed & locked. We know the release is operational because we have to operate it in order to attach the cable.
My only flight in a k13 involved a max speed race to get away from the cloud we were being sucked into. The glider was well nose down but gaining altitide quickly. My neighbour was at the controls. I was well aware of the situation. Slightly more excitement than anticipated.
I've had the tow cable brake on me just as we left the airport boundaries. When you do not expect it it will get your attention FAST! Luckily we did have enough corn fields in front of us to land
Tout est bien qui finit bien. Cela me rappelle mon premier solo à Vinon. Rupture du point d'attache du cable! Beaucoup de préparation, beaucoup de scénarii étudiés. Pas le temps de réfléchir, la Durance est juste en face et le planeur ne la passera pas. Virage à 180 (manche et palonnier) avec appel à la tour pour déclarer une situation d'urgence et posé en vent arrière!
In the United Kingdom we use a Mnemonic Code for Pre Take off check list "CB SIFT CBE" C=Controls full and free movement and working in correct sense B= Ballast check cockpit weight limits and any weights that need to be added or removed and Water if required. S= Straps Tight and Secure both pilots if dual. I=Instruments Set and Radio's on and check Altimeters set and all are instruments are secure. F= Flaps full range of movement with out restricting controls as operated and set for Take off. T= Trim full movement and set for Take off and ensure Tail Dolly is removed if aircraft uses one for ground handling. C=Canopy Closed and locked and check other cockpit if dual canopy is also locked B=Brakes Air brakes fully open close to half brake and check they are going in together if Spoilers are fitted check they are in alignment when open fully and half way closed then Ensure Airbrakes are fully closed and "LOCKED" E= Eventualities if under instruction the Instructor will brief the Student what will happen if during take off there is a problem and who will have control. If Solo you check wind direction and the landing area and what you will do if you experience a Launch failure if you have gliders ahead of you to avoid or objects or terrain that may cause you a problem and what you might need to do so even before you are in the Air you are thinking what you can do to achieve a good SAFE Flight!!!! CB SIFT CBE we also use another for Down wind Checks "WULF" W=Water Jettison for landing U=Undercarriage Down & Locked L=Landing area Clear and look for Wind direction and any Obstructions to avoid on approach or on the landing area also all Loose Articles in the cockpit are put away and secured for landing ie: chart's food/drinks and other items so that they cant fall and jam controls F= Flaps set for Down wind and when on Final approach select Landing Flaps when suitable for your approach.
PS in Australia we use CHAOTIC :) Long time since I used it...controls, harness,air brakes, outside,trim,instruments, canopy.. in similar circumstances on my second solo immediately after my first with adrenalin rushing I forgot my harness.... quite a fright when i became airborne in the cockpit.. at 300' ... notice to instructors.. don't surprise/rush your trainees with a second solo.... immediately after their first... they are pretty hyped up after that first solo even if they do not show it
Hardly a hanging offence. No one wishes a any incident on a first solo but I would've thought you handled the whole event rather competently. When it comes to safety, things like this - for some people - are like money in the bank ie something you'll never forget and recognize no matter how much experience you have, a combination of unlikely events or oversights can bring disaster. Unfortunately for others, they convince themselves even though a mistake was made their skills are beyond most others as evidenced by the good landing. I sincerely hope you are in the former. Well done you but don't let hubris bite you in the ass because it will - 100% guaranteed.
26 flights is a low number for already flying solo, usually it is at least twice the amount. It's not the time in the air that counts, but the number of take-offs and landings!
I had a similar thing happen when I was learning to fly. I was in a K13, and the over centre lock on the airbrakes was stiff, and I was certain it was locked. It wasn't. Brakes deployed at about 300ft and the next thing I saw was a top view of the tow aircraft flying almost vertically! Then the tow line broke, and my instructor took over, but we had to land in a crop field. No damage to us or the glider though.
Bloody rough field. I’ve seen airbrakes pop out and cause an incident when the pilot did not have his hand on the airbrake handle while in take off roll on a strip that was much smoother than this one. Very good recovery . Have many years of safe gliding . Cheers from Downunder 🇦🇺👍😷😷😷
I never realised how good our training as over here . The instructor did a very similar thing to me , in a K13 . When I was very nearly ready to go solo . Of course we had plenty of height to play with , not like this poor soul !
as a retired DPE, this boils down to improper training, lack of ADM etc... Most important is the lack of SA! Please find a competent CFI and train properly!
A similar thing happened to me on my first solo flight in a K13 at the top of a winch launch - I accidentally pulled the air brake lever instead of the release toggle - Oops ! I quickly rectified it but cursed out the 'S' and 'F' word a few times, then got cramp in my arm - bit of tension and 'nerves' . Got a short 25 minute thermal flight from it though, which wasn't bad for a first solo. I love flying K8s & did a 5hr ridge soaring and cross country flight in one, but their wind penetration isn't great.
It is common to have a flight instructor flying the tug, so no problem for a flight instructor giving a little extra advice when it might be needed. Now it is Time to do a bunch of roap brak practice . After you master that you will always be ready no matter what happens.
@@thomaslemay8817 Why and to be honest it wasn't really that well recovered which the uploader freely admits, he started off after the airbrakes opened by nearly killing the tug pilot, then followed that by nearly killing himself, so a calming voice on the radio offering him a sensible and safe course of action for a early solo pilot was a very smart idea
Thank God the ASK-13 is a very forgiving plane. To pull up so much in a tow was the most dangerous error. The brakes could have been locked and pulled out by some other failure, so this alone with the bad preflight checkup should not resolve in such a bad piloting. We clearly see here some lack of training.
1:41 uhh, excuse me but I'll land where I bloody well want given its my arse on the line, thanks. Great job, though. And smart to always have situational awareness of where the good forced landing spots are.
That was his point... the pilot (OP) is admitting he rushed the checklist and (apparently) did not perform the airbrake check correctly (forgot to lock it). Little mistake, big problem, executed the emergency pattern/landing well, courageous to upload so others learn...
I think that ALL students should NOT have any involvement with spoilers until such time as they achieve a respectable amount of solo flying - they are a distcint distraction and subsequent action of them not being used with the greatest of care can be disastrous. Considering this student's judgement was noticeably absent, he certainly seems to 'know it all' with his own appraisals post flight! Perhaps he needs a very clear reality check so that he can get his ego back to earth! 👎😱👎
@@Unkkel_Sam Jani - a glider uses spoliers - they extend on the upper surface of the wing and are used to noticeably reduce height and speed. Gliders to not have flaps.
@@redsrollingnow1 As a glider pilot myself I’m very aware of the function of the spoilers. Also; flaps are very common in gliders. What you were saying was that ”students should not have any involvement with spoilers until such time as they achieve a respectable amount of solo flying” and this is where I thought that you must somehow confuse spoilers and flaps since spoilers are used during almost every flight but flaps are not usually used during basic training and usually the gliders used for training don’t even have flaps.
Spoilers (also referred to as airbrakes) are used on virtually every landing in gliders. Modern gliders can travel 40-50m forward for every 1m of height loss, and even more when they're in ground effect. Not using the airbrakes on approach would result in some very very long landings. Even a K13 will travel 27m forward for every 1m of height loss, so a final turn at the minimum 100m altitude would result in an approach of 2700m to touchdown without airbrakes
@@Unkkel_Sam you wrere trying to be friendly, but that guy is just trolling around. Even a motorglider (TMGs) must use spoilers to get to the ground, otherwise they will fly 2 km in ground effect before touching down :) This has nothing to do with ego or anything, of course, totally irrelevant part of this troll's comment.
Well saved! I used to be a tow pilot in a Robin Remo 180 and Remo 200. Seeing the red spoilers pop up at low altitude in my rear view mirror has always been one of my biggest fears...
I admit, it is a fear to the tow pilot. However you certainly know, that the Jodel Remorqueur with 180 HP is powerful enough to tow a ASK 13, single seated, safely high enough to 2000 ft, to inform an unexperienced Glider pilot very calmly about his mistake and let him continue to fly his Glider with a clean configuration and normal traffic pattern. In my opinion, the tow pilot should not give commands at such a low altitude to a Glider youngster. At such a low altitude, you normally just look ahead and concentrate to fly the Glider to a straight forward final into a "Vache" , rather than making a base leg following a turn in ground proximity. Every pilot should always know the condition of the fields and obstacles around a Glider port. Greetings from an old not bold Glider pilot and tow pilot with 32 years of flying experience and more than 6000 take offs and happy landings as a tow pilot.
@@gernotneubauer9340 Very true. I flew the Robin Remo 180 - it is slightly heavier than the older Jodel Remo 180 but performance is similar. With light weight training gliders like the one in the Video, there always was plenty of safety margin. However, things were a bit different once there was a ballasted, fully loaded Duo Discus at 30°C OAT attached behind the Robin. Especially on a rather soft grass runway, I remember using all of the space available to get the Robin airborn. I have to admit, I did not always feel safe with such heavy gliders and really low rates of climb. But also, I had much less expierience than you have.
Had my first solo in the ASK13 as well! Good you were able to get out of the situation without harm. I was pulled up by a winch so I had more time. (in fact i was doing the check twice, because I was so nervous haha) Getting rushed is really a bad thing, very nice they improved their system after that experience. Thanks for sharing it!
That tow plane pilot had no business telling the glider where and where not to land. He luckily made the airfield in this case, but imagine a stall/spin at that altitude. In an emergency the PIC's only priority is getting on the ground without getting dead. Everything else is the insurance company's problem.
Actually the advice given was excellent. The student pilot had no business landing out in the fields, and if they haven't practiced exactly this incident type with him before he takes his first solo, the club has bigger problems. But in that situation the advice given was very good and he could land without issues back at the airfield.
@@japanzenandnaturesoundscap383 I admit my experience is in powered aircraft, not gliders. But I would have assumed the dangers of low speed, low altitude maneuvering, particularly by an inexperience solo student, were pretty universal. Sure it might have been rough, but did the field pose any particular risks other than inconvenience? At any rate, the pilot should've added an "if able" or similar. He had no way of knowing the extent of the problem.
@@ambiention A field out landing is always riskier than one on an actual airfield - and this situation most certainly doesn't justify the risk. The towplane instructor (or the flight controller) was veryy correct requesting the student to return, as he had enough high to make it. The low -speed turn situation was already solved by the time he started his turn.
Why he didn't land ahead is beyond me... Not helped by the moron in the tug giving instructions from the air. The pilot was very lucky! But he should have landed straight ahead, without the risk of spinning in just like to many have died doing..
@@severniae are you an instructor ? We routinely perform our last final turn at a height of about 50 meter here in Europe. Looking at the video the glider height when turning final was at least that. There was no reason at all to push straight ans make an outlanding. But he had to push its nose down to build up speed in final. I am a former member of the belgian team, experienced x country pilot and made countless outlandings and competitions including WGC. So I have the credentials to tell you that you are wrong. And I will add that the tug pilot is not a 'moron'. This is not the way to speak about fellow pilots in aviation when you also have no knowledge about the rules on this french airfield. It is common in France that the instructor who releases solo a student pilot is flying the tug. And in this case he has the right to have his/her word. And the instruction to turn right on final was appropriate .
Actually, since this incident, I am not longer able to take-off without my hand on the spoilers all the way long the take-of until reaching 100m. A good learned lesson!
@@vincentl30 The spolier detent on the Grobs I fly is not very strong/positive, so I keep the handle pressed forward the whole tow. Even at 2000ft, if we hit a strong bump and they fully deployed, it would be a sudden drop and drag on the tow plane.
Hold the tow release, so that if the tug disappears, you don't kill him. If the spoilers cannot be locked and have to be held closed, the glider is not fit to fly !
Good that you dropped the nose as soon as you noticed the speed, definitely an argument for stall warning equipment on gliders especially training ones
The left hand should be ON the release knob from attaching the rope at least until a wing drop onto the ground is no longer a risk, better still until airborne. Thank goodness the tug pilot released quickly, it saved his life. The glider pilot has had a massive learning opportunity. Do your checks throughly, hand on the release until airborne if possible (Flaps may prevent), critically maintain the correct height behind the tug particularly don’t get high. If you maintain position with the elevator it is possible to close the brakes carefully and continue the launch.
I'm not so sure on your comment.... First: what effect would that have? I normally don't have my hand on the release hook but rather on the airbrakes. We also don't get this behaviour taught at our club (it could just be different from club to club) but how would that have prevented this incident? They were way beyond airborne when the airbrakes came out. Second: it was his second solo, so not really much experience. I agree it is possible to close the flaps while starting, I've even seen it in a winch launch, but it takes quick instinctive reactions. Nothing you can expect from someone with so few hours.I agree with the reaction of the towpilot and the landing👍🏼 although closing of the airbrakes could've been a second faster for my taste
I’m not intending critisim, being early solo he handled after the event well. It’s true the incident was not caused by not having his hand on the release but many serious accidents have occurred from an initial wing drop on the ground. The only safe remedy is release immediately. You don’t have time to find the release, if you hand is on it and you resale before the wing hits the ground your safe. This is much more important when winch launching where everything happens faster and flaps remain in same setting. On aero tow it’s still important to have your hand on the release but it the glider has flaps you usually start your ground run in negative flap and once you have enough speed to avoid a wing drop you transfer your hand to the flaps to select positive flap. The clip showed the glider getting high behind the tug, very dangerous for the tug pilot. Many accidents of this nature end with the tug pilot being killed. I suspect the tug pilot knew he had an early solo glider on the end and was very alert. These things can happen to any of us and it’s good to learn from them and realise how it could have gone.
@@flomoose7315 By having a hand on the release, you can release as soon as the tug disappears. This can save the tug pilots life at low level. There should be no need to hold the airbrakes handle if they are locked.
Great work! I wouldn't wish a brakes open on anyone doing their first solo. The tow pilot did well to release so quickly when you went high. Turning right and the landing was perfect, so well done!
In Holland they Teach students to land behind the Tug as part of their Training I was very fortunate that I did most of my Gliding in Europe in the Royal Air Force Gliding and Soaring Assoc. RAFGSA & RAFGGA and we would fly to these clubs and from them and use there Tug aircraft as we were all Winch Launch from 3000 meter runways sadly we no longer have Air Bases in Germany and that has gone to History
@@hyime69 I'm learning to glide with a club here in the UK, and they also teach "descending on tow" and landing behind the tug in the event of a release failure
@@evanhill110 Yeah, I did that too, but there is not much of a training necessary, you simply use your brakes.
My comment relates to prevention. At our club, our wing runners do a short prelaunch challenge/response checklist with the pilot Straps (ON), Canopy (Closed and Locked), Spoilers (In and Locked). For this second flight, I noticed 3 gentlemen, one presumably the wing runner, standing off to the side and no one did the pre-launch check with you. Ultimately, it is the pilot's responsibility but for a low time, especially first solo(s) pilot, IMO, they should have executed the prelaunch challenge/response checks with you. Other than that, you handled yourself well for a first/second solo pilot and clearly learned a lot of lessons and are not afraid to admit your mistakes. All the best with your flying future.
128
@@yvespasternak6649 wat
Appreciate you sharing this lesson with the flying community
Well done, and a really good lesson for us all. On my first solo flight I had an actual rope break at 125m and landed without issue using a shortened circuit. Was really good for me to feel the safety of all the previous practice of rope breaks and aborted take offs paying off.
Happy landings and see you in the skies.
Your post flight summary is excellent; not being tempted to abbreviate your check list items when feeling pressured by others is very important! Saying “Brakes closed and LOCKED” on check list is said for a reason; now many others will understand this thanks to your brave share. Well done!
Absolutely. Pilots who pressure other pilots to rush checks should be taken out and shot. My standard response is - oh dear,you’ve made me lose my spot. Ok - let’s start again…
Nice recovery and good on you to do as practiced - to cycle the release. THANK YOU FOR THE ENGLISH text in the video!
Great job overcoming the obstacle and getting back on the ground. Might I suggest treating that spoiler/airbrake handle like a powered aircraft’s throttle. Keep your hand on it the entire time during takeoffs and landings.
Even if you complete the checklist, there is a chance that the spoilers will be stow, yet remain unlocked. It is a best practice to double and triple check whether the spoilers are locked. Although, having the spoilers open is not a big deal. If they happen to open, just close them, immediately.
Most glider schools will teach student pilots to keep their hand on the tow-rope release in case an emergency requires an immediate release. I think this should be changed. In the glider this student is flying, the tow release is right in front of the spoiler handle. It would be better to keep a hand on the spoiler handle at all times during takeoff and landing. This puts your hand within inches of the tow-rope release without the danger of inadvertently releasing the tow-rope. You will also retain positive control of the spoilers at the same time.
For me, this is a carry-over from my powered aircraft training. In powered aircraft, you always keep your hand on the throttle during takeoff and landing. When behind the power curve, your throttle controls altitude and rate of descent/climb. Your pitch controls airspeed. A gliders spoilers provide the same function as the throttle of a powered aircraft behind the power curve.
Exactly that happened to me in a Ka8 at my very first solo. It happened within the first 5 seconds at the winch. However, I was able to close and lock the handle instantly and even to continue my climb. I finished the flight without any further trouble.
What really scares me is the initiation of the right turn without having enough airspeed. This could easily lead to a spin. At this altitude most likely not to be recovered before impact. We have a checklist after cable break (winch and aerotow): stick forward, check speed, release cabel, select approproate approach pattern (options to be determined before take-off).
..hmm, you think a quick gust of tailwind at five or ten knots would have stalled that thing?
@@ChadDidNothingWrong Are you familiar with this glider? When he is initiating the turn he is well at the minimum speed. It is not five or ten knots. One knot could have done the job.
I think Günther is right. If you look at 05:30 the air speed has dropped further.
Well done. Only thing that I reacted to is the tow pilot telling you not to land in the fields. Sure, it was the right decision this time, but he didn't know that for sure. The pilot (you) are deciding whats best for you in that situation, no one else is. Good job anyway!
I'm sure he knew the circumstances , the altitude , the airfield a lot better than the student pilot.. And made the call for the student pilot because he knew the new Solo pilot might simply not have the experience and confidence to make the call while under pressure and surprise of it all happening while he is still just learning basics.
Sometimes you gotta trust the advice you are given, and while you are a student pilot, I'de say that is one of those cases.
Thank you for contributing to our collective education, and for posting this excellent training video. I like the fact that the club has instituted a 30 minute minimum time between early solo flights. You know what happened, why it happened and took the third step to try and prevent it from happening again by amending the club's procedures. When an instructor explains the "why" something like a procedure/policy/rule exists it helps the student understand which is a step above simply complying.
Main thing from this is important lessons were learned without harm (hopefully no damage to the glider). Pilot didn't panic and used observations gained from the previous flight to his advantage.
I had a spoiler jam open in my old Libelle. Nothing worse than seeing that red on the wing when you don't want to. Resulted in my first ever time landing out, too. The recovery cost me a lot of beer that night.
Thanks for sharing. I had the same thing happen to me in my first flight of my PW-5. I hadn’t locked the brakes properly mainly due to unfamiliarity with that’s system (transitioning from a Schweitzer). Fortunately, I flew the tow fine, but with a high pitch attitude. It was very hard to see the tow plane even though I was in proper position. Finally around 1500’ AGL I got a call on the radio telling me to check my brakes from the ground crew (they also had it on film and went back to check the brakes had deployed). I looked to my wing, saw the brakes open, shut them, and low and behold the damn thing flew great for the rest of the tow.
I am a 60 yr old student Pilot & videos like this one are very very useful. Especially the explanations too.
Our gliding club have a strict regime of pre flight checks before getting into glider & once inside & before flight. By watching videos like this, we understand why these checks are so important. Thankyou
I'm a little bit older. Started my sailplane add on at 62 fall of 2022 and am sill working on it. (many delays - equipment, health, weather). Getting close to solo and a few flights ago my instructor did the low tow line break emergency test and said I a great job. (I know when I do well if the instructor is quiet). Lots of fun learning. All these videos are helpful.
On my first solo flight, at age 18, in 1981, was in a Lehrmeister, OY-DXK, I came too close to some very high (1,5 m / 5 ft) tall grass at the side of the runway with about 25 cm / 10 inch of my left wing tip, but enough to make a 180 ground loop.
After a quick check, and no damage done, I went straight in front of the line and had my second and perfect solo flight.
The year before, my instructor and I had a wire start going wrong (the engine stopped), and we stalled and belly-landed like a rock from 20 m/ 50 ft, and the bottom of the plane and both wings were severely damaged, but after a winter of renovation, it went flying again. I had not yet been trained in the abrupt start, and the instructor didn't know that and wasn't ready to take over and bring the nose down from 45 degrees....
How I loved that old 2-seated Lehrmeister.
My next "solo" flight was in a 1-seated KA8b, OY-BXK, and I was in love again!
I never learned to love any "plastic" gliders... though I loved the spins, loops, and flying "upside down" the "plastic" gliders could do.
And I never again had a ground loop, crash or any nearby crash for the next 9 years, until my life outside flying crashed and I had to stop flying...
+ 30 years have gone by, but I'll never ever stop looking at the sky and the clouds, and remember how amazing it was being up there all alone.
And how sad it is so many clubs having a hard time finding young boys and girls who would want to start flying gliders! If only they knew what they are missing!!
Especially those who aren't born into it, and becoming 2. generation pilots, like, and so many others, were.
Enjoy it while you can ❤
Incredibly informational video. THANKS!!! "You'll learn more from your accidents than you could ever learn at school." - Billy Joel
My very first glider flight was today. Thank you for sharing...it will help me learn.
good on you for sharing this
there are more lessons to be learned here as well: you went high after the airbrakes opened up, thankfully the tug pilot released without delay but had he not done so the result could have been much worse - this is why when we're being towed we should always have our hand *on* the release knob until you reach 1000 feet (exception for flapped gliders)
Wonderful teaching material. The ground camera footage clearly shows how the left wing spoiler pops out in a sudden. 🙄😯Great teamwork between tow pilot and student, well done. Tks for sharing.👍
this video is of immense training value for others. glad you shared it.
I know the ASK 13 very well and the brakes can make these tricks on you. In our club the students go on to fly a Junior (SZD-51-1) after solo on the ASK 13, where they have to get use to the felling off the brakes does NOT lock in the same matter as on the ASK 13. Even when I fly the ASK 13 today from the front seat I have to make 110% sure the brakes are locked, as I have short arms I will have to reach far (with tight seat belts) ahead to open the brakes and I have no control of the first ½cm of movement as the brake handle comes into my palm of my hand.
In your place I would had turned more and landed back to the start however not straight 29... However I most say you did a very good job and landed safely and that is all that mattered.
I most add: Train not going slow at a low altitude like you did in the beginning, you life depends on it. I do winch launches and know the feeling of going fast at low altitudes :D
Low altitude wire breaks.
Second add: NEVER pull up if something happens while you fly, stay behind the tow plane with it in sight, even push down to keep speed. The towplane will tow you even with full airbrakes ;D. And if you pull up doing normal flights (without a towplane in front) you tend to stall, which also is the case for towingfar
Okay as a glider pilot I should comment on the safety procedures that one should seriously consider in this case:
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1. The 30 minute break is not going to make a difference. What makes a difference is the careful attention to doing your checklist WITHOUT haste. Be clear on this: if you are in a rush, you are setting yourself up for trouble. If you must miss your tow, or the tow plane needs to shut down while you go through your checks, then the stress is off and you can be meticulous. This is very important. Under stress you are VERY likely to miss something.
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2. I used to fly in one region where we were required to memorize the checklist. I moved to another region where the checklist was different and actually difficult to memorize (this was done on purpose). Instead there was a checklist stuck on the front console. This is actually better, it disciplines you to go through a written list (rather than quickly run through it from memory). In this way when you check your spoilers/brakes you check: are they out equally balanced?, are the out to full extension then forward AND LOCK. Say it out loud, "AND LOCK."
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3. There is a video of a very advanced pilot (can't find it) and on take off he still literally points his hand forward while on take off and saying out loud to himself, all his options: forward, forward, forward (implying he can still land on the runway), once clear of the runway, he clearly articulated, "field to the left, field to the left" up to about 300ft, then he says, "180, 180" articulating that he can turn 180 degrees and make a downwind landing. The important part here is that with his many thousands of hours of experience, he still articulates his safety procedures out loud.
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4. Lastly and MOST IMPORTANTLY concentrate heavily on NEVER BALLOONING THE GLIDER while in tow. Especially at low altitude. I was a member at a club where this happened and unfortunately it all happened so fast that the tow plane tail was lifted too high and the tow pilot was flipped into the ground and died. Focus heavily on staying in low tow position until at least 300 ft then slowly come back to you correct tow position.
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Safe flying!!!
Very thoughtful, instructive and honest. Well done and thank you for making and posting.
Love the commentary. Great for learning.
1. Always do all checks. If disturbed, start again at the top.
2. If experiencing continuous sink, check the brakes first.
2. Flying an ASK 13 fast, the brakes are sucked out by the airstream through the locks. In case performing low-fly bypasses or loops, I lock the brake handle with my left leg.
3. If flying a Grob 109a , making a high speed decend, the brakes cannot be closed, they bend backwards and lock on the wing. Reduce speed and close the brakes.
and continue enjoying the sport!
Take off on bumpy strip, hold spoiler handle closed and locked till airborne, in fact, even if airstrip is smooth, have left hand on spoiler lever.
I have witnessed what can happen if the tug is not powerful enough to drag a glider into the air and has to dump the tow rope to be able to clear the fence at the end of the airstrip. Cheers from Down under👍🇦🇺
Good job to not panic or lose focus.
Thank you for sharing this video! Glad, that you and tow pilot have finally landed safely. As I can see - bad things could happen very quickly in the air - there isn't so many time to think about...and correct and quick reaction to any such situation is vitally important.
You did fine. Mistakes happen to everyone, kudoz to you for sharing. Nice landing btw :-) After we do our first solo, it is mandatory on our field, that is our last flight of the day. No more flying. Worked well for us so far. Also I recently finished my glider pilot exams and instructor simulated locked open brakes on winch launch. That was fun ;)
It’s courageous of you to share this, well done. Good lessons learned for all. Merci !
That happened to me once, but I was flying a 1-26. The brakes came open during the tow, but the tow plane easily overpowered the drag until I noticed the situation. We were at a good altitude and I made the mistake of just shutting them quickly. As soon as I zoomed up, I cut loose. No real problem, but a lesson learned.
I don't agree with your conclusion. The spoilers were not the main problem in my view. First mayor issue was pitching hard up in a tow. This should never happen. Second issue was not pitching hard down after the airspeed dops to minimum (mayor warning: no more wind noise). Instead you initiate a turn at minimum speed. So I'd rather wonder if you were really ready for solo and if you did train emergeny scenarios (like low speed) prior to soloing.
And if you look at the wire during the final turn, it was pointing to the right showing a dangerous situation combined with low airspeed to initiate an incipient spin.
Scary.
Well saved, but you guys should always use your checklist
There was a tragic glider accident in America a few years ago, I don't know if it's already been analysed in a vid, but it took off under tow with the small trolley under the tail still accidentally attached.
The controller on the ground radioed "Abort", so either the glider pilot or tow pilot released the cable and the glider nosed into the ground killing the pilot and a woman passenger and a toddler on her lap.
I've not been able to find an accident report to find out exactly what happened.
Good lesson. Thanks for video.
Merci! Very good comments. Well done and safe landing for both of you🙂
Nice recovery as things went crazy. Love the K-13!!
Good recovery! It is still true then, that in many clubs launches are often rushed and check lists glossed over. You did well. I remember must have been solo 2 or 3 at Dishforth UK which was active uk army base at time.. I had a stupid Lynx helicopter decide to do an approach landing across my finals. Had to land very short. Not what you want.
Thanks for the great overview!
Well done. A debrief immediately after an incident is very important. Surprised the tow plane took you up immediately. There may have been a mechanical fault with your glider that should have been thoroughly checked before another flight.
When I went solo with the Royal Air Foce as an Air Cadet at the age of 16, we used the mnemonic C I S T R S - Control [controls fully operational] Instruments - [working and calibrated] - Spoilers [check operational and retracted] Trim [as required] Release [release operational] Straps [secured] 😎👍😎
I did the same thing at 16! RAF station in Norfolk, can't remember the name. Don't remember the mnemonic either.
On civvy street we use CBSIFTBEC - Controls full & free, Ballast correct or removed if not required, Straps on and secure, Instruments reading sensibly with no broken or fogged glass, Flaps set correctly if fitted, Trim set for approach, Brakes closed & locked, Eventualities if there's an abnormality during the launch, Canopy closed & locked. We know the release is operational because we have to operate it in order to attach the cable.
@@davidcrick1123 David - was it RAF Swanton Morley in Norfolk as that’s where I went?
CBSIFTCBE...E=Eventualities (what if??)
So you guys fly with the canopy unlocked, potentially the wrong ballast and never any flaps?
I just learnt something today thx. Great no-one hurts
This is exactly why I keep a thumb on the air brake or my leg. Especially in the k13.
Thank you for sharing this.
My only flight in a k13 involved a max speed race to get away from the cloud we were being sucked into. The glider was well nose down but gaining altitide quickly. My neighbour was at the controls. I was well aware of the situation. Slightly more excitement than anticipated.
Hey I recognize this ASK-13! This is PAPA-LIMA 66 from the Belgian Air Cadets!
Good documentation! I am glad, nothing went wrong! :-)
As a non pilot who has only flown twice I thought that you did a good job there.
Very useful
I've had the tow cable brake on me just as we left the airport boundaries. When you do not expect it it will get your attention FAST! Luckily we did have enough corn fields in front of us to land
Tout est bien qui finit bien. Cela me rappelle mon premier solo à Vinon. Rupture du point d'attache du cable! Beaucoup de préparation, beaucoup de scénarii étudiés. Pas le temps de réfléchir, la Durance est juste en face et le planeur ne la passera pas. Virage à 180 (manche et palonnier) avec appel à la tour pour déclarer une situation d'urgence et posé en vent arrière!
In the United Kingdom we use a Mnemonic Code for Pre Take off check list "CB SIFT CBE" C=Controls full and free movement and working in correct sense B= Ballast check cockpit weight limits and any weights that need to be added or removed and Water if required. S= Straps Tight and Secure both pilots if dual. I=Instruments Set and Radio's on and check Altimeters set and all are instruments are secure. F= Flaps full range of movement with out restricting controls as operated and set for Take off. T= Trim full movement and set for Take off and ensure Tail Dolly is removed if aircraft uses one for ground handling. C=Canopy Closed and locked and check other cockpit if dual canopy is also locked B=Brakes Air brakes fully open close to half brake and check they are going in together if Spoilers are fitted check they are in alignment when open fully and half way closed then Ensure Airbrakes are fully closed and "LOCKED" E= Eventualities if under instruction the Instructor will brief the Student what will happen if during take off there is a problem and who will have control. If Solo you check wind direction and the landing area and what you will do if you experience a Launch failure if you have gliders ahead of you to avoid or objects or terrain that may cause you a problem and what you might need to do so even before you are in the Air you are thinking what you can do to achieve a good SAFE Flight!!!! CB SIFT CBE we also use another for Down wind Checks "WULF" W=Water Jettison for landing U=Undercarriage Down & Locked L=Landing area Clear and look for Wind direction and any Obstructions to avoid on approach or on the landing area also all Loose Articles in the cockpit are put away and secured for landing ie: chart's food/drinks and other items so that they cant fall and jam controls F= Flaps set for Down wind and when on Final approach select Landing Flaps when suitable for your approach.
how many british checkcodes are there :)
PS in Australia we use CHAOTIC :) Long time since I used it...controls, harness,air brakes, outside,trim,instruments, canopy.. in similar circumstances on my second solo immediately after my first with adrenalin rushing I forgot my harness.... quite a fright when i became airborne in the cockpit.. at 300' ... notice to instructors.. don't surprise/rush your trainees with a second solo.... immediately after their first... they are pretty hyped up after that first solo even if they do not show it
FUSTALL
Hardly a hanging offence. No one wishes a any incident on a first solo but I would've thought you handled the whole event rather competently.
When it comes to safety, things like this - for some people - are like money in the bank ie something you'll never forget and recognize no matter how much experience you have, a combination of unlikely events or oversights can bring disaster.
Unfortunately for others, they convince themselves even though a mistake was made their skills are beyond most others as evidenced by the good landing.
I sincerely hope you are in the former. Well done you but don't let hubris bite you in the ass because it will - 100% guaranteed.
Thanks, you teach us...!
All parties professionally handled this situation
26 flights is a low number for already flying solo, usually it is at least twice the amount. It's not the time in the air that counts, but the number of take-offs and landings!
I had a similar thing happen when I was learning to fly. I was in a K13, and the over centre lock on the airbrakes was stiff, and I was certain it was locked. It wasn't. Brakes deployed at about 300ft and the next thing I saw was a top view of the tow aircraft flying almost vertically! Then the tow line broke, and my instructor took over, but we had to land in a crop field. No damage to us or the glider though.
Bloody rough field. I’ve seen airbrakes pop out and cause an incident when the pilot did not have his hand on the airbrake handle while in take off roll on a strip that was much smoother than this one. Very good recovery . Have many years of safe gliding .
Cheers from Downunder 🇦🇺👍😷😷😷
Yep, never let anyone rush you. If they persist, then don’t fly.
I never realised how good our training as over here . The instructor did a very similar thing to me , in a K13 . When I was very nearly ready to go solo . Of course we had plenty of height to play with , not like this poor soul !
as a retired DPE, this boils down to improper training, lack of ADM etc... Most important is the lack of SA! Please find a competent CFI and train properly!
A similar thing happened to me on my first solo flight in a K13 at the top of a winch launch - I accidentally pulled the air brake lever instead of the release toggle - Oops ! I quickly rectified it but cursed out the 'S' and 'F' word a few times, then got cramp in my arm - bit of tension and 'nerves' . Got a short 25 minute thermal flight from it though, which wasn't bad for a first solo. I love flying K8s & did a 5hr ridge soaring and cross country flight in one, but their wind penetration isn't great.
Thanks for posting it ✨
Well recovered but I don't think I would have liked the Tug pilot telling me what to do.
It is common to have a flight instructor flying the tug, so no problem for a flight instructor giving a little extra advice when it might be needed. Now it is Time to do a bunch of roap brak practice . After you master that you will always be ready no matter what happens.
@@thomaslemay8817
Why and to be honest it wasn't really that well recovered which the uploader freely admits, he started off after the airbrakes opened by nearly killing the tug pilot, then followed that by nearly killing himself, so a calming voice on the radio offering him a sensible and safe course of action for a early solo pilot was a very smart idea
Well done sir!
Good landing under the circumstances. Perfect.
Does everyone use
CBSIFTCB?
Canopy, Ballast, Straps, Instruments, Flaps, Trim, Controls, Brakes.
Or Can I Take Her Off Safely. Controls, Instruments, Trim, Hood Hook and Harness, Obstacles, Spoilers.
Why does he land so sharply, looks like he was nosing down quite a bit.
Personally I've gotten into the habit of leaving my hand behind the brake handle in case of such an event.
No communication between tow plane and glider?
Does it not damage the gliders to belly land them? I'm guessing their designed that way? Seems harsh but I don't really know.
The K13 has a fixed main wheel and skid to land on. So yes, it always lands that way :)
Look at the airpeed indication at 5:32 !!! Yo´ve been lucky not to pull further back and enter into a low altitde spin.
the almost upset was dangerous,
so you put that big glider in that long trailer ?
Thank God the ASK-13 is a very forgiving plane. To pull up so much in a tow was the most dangerous error. The brakes could have been locked and pulled out by some other failure, so this alone with the bad preflight checkup should not resolve in such a bad piloting. We clearly see here some lack of training.
Those spoilers sure the air brakes
Why not simply retract the brakes again? ( I know nothing about gliding )
Of course you do that too, but the tow plane had already released so the pilot had to make some quick decisions where to land.
Where ia the sound tu, tututu, tu, tuuu, tuuu?! O_o
1:41 uhh, excuse me but I'll land where I bloody well want given its my arse on the line, thanks.
Great job, though. And smart to always have situational awareness of where the good forced landing spots are.
I don't understand. Nobody saw the spoilers up?
They were retracted at takeoff (but not locked closed) and because there is reduced pressure on the upper wing surface in flight, they popped open.
@@rogerturner5504 oh, I see, the pilot forgot to lock them. It seems there's no warning system.
Its Second Solo
Not bad. Brave to glide. Could have held it longer at landing -_-
Had very similar situation with Ask13 during winch start once once I used to keep my hand on the spoiler lever. Never did this again)
So the checklist is to blam? Damb you checklist. I think pilot error.
That was his point... the pilot (OP) is admitting he rushed the checklist and (apparently) did not perform the airbrake check correctly (forgot to lock it).
Little mistake, big problem, executed the emergency pattern/landing well, courageous to upload so others learn...
SIFT CB BEC.........Allways!.
Well saved - suggest you make another check - your spelling.
Better to choose another hobby!
Whatever happened. You still solo’d! Haha.
You can't turn around and land at the airport you took off from, unless you're in a fucking sailplane.
I think that ALL students should NOT have any involvement with spoilers until such time as they achieve a respectable amount of solo flying - they are a distcint distraction and subsequent action of them not being used with the greatest of care can be disastrous. Considering this student's judgement was noticeably absent, he certainly seems to 'know it all' with his own appraisals post flight! Perhaps he needs a very clear reality check so that he can get his ego back to earth! 👎😱👎
Are you sure you’re not confusing spoilers with flaps? Spoilers are usually used during every flight from day one, student or not.
@@Unkkel_Sam Jani - a glider uses spoliers - they extend on the upper surface of the wing and are used to noticeably reduce height and speed. Gliders to not have flaps.
@@redsrollingnow1 As a glider pilot myself I’m very aware of the function of the spoilers. Also; flaps are very common in gliders.
What you were saying was that ”students should not have any involvement with spoilers until such time as they achieve a respectable amount of solo flying” and this is where I thought that you must somehow confuse spoilers and flaps since spoilers are used during almost every flight but flaps are not usually used during basic training and usually the gliders used for training don’t even have flaps.
Spoilers (also referred to as airbrakes) are used on virtually every landing in gliders. Modern gliders can travel 40-50m forward for every 1m of height loss, and even more when they're in ground effect. Not using the airbrakes on approach would result in some very very long landings. Even a K13 will travel 27m forward for every 1m of height loss, so a final turn at the minimum 100m altitude would result in an approach of 2700m to touchdown without airbrakes
@@Unkkel_Sam you wrere trying to be friendly, but that guy is just trolling around. Even a motorglider (TMGs) must use spoilers to get to the ground, otherwise they will fly 2 km in ground effect before touching down :) This has nothing to do with ego or anything, of course, totally irrelevant part of this troll's comment.
Why can't I pilot close the spoilers during the toe
Well saved! I used to be a tow pilot in a Robin Remo 180 and Remo 200. Seeing the red spoilers pop up at low altitude in my rear view mirror has always been one of my biggest fears...
I admit, it is a fear to the tow pilot. However you certainly know, that the Jodel Remorqueur with 180 HP is powerful enough to tow a ASK 13, single seated, safely high enough to 2000 ft, to inform an unexperienced Glider pilot very calmly about his mistake and let him continue to fly his Glider with a clean configuration and normal traffic pattern. In my opinion, the tow pilot should not give commands at such a low altitude to a Glider youngster. At such a low altitude, you normally just look ahead and concentrate to fly the Glider to a straight forward final into a "Vache" , rather than making a base leg following a turn in ground proximity. Every pilot should always know the condition of the fields and obstacles around a Glider port.
Greetings from an old not bold Glider pilot and tow pilot with 32 years of flying experience and more than 6000 take offs and happy landings as a tow pilot.
@@gernotneubauer9340 Very true. I flew the Robin Remo 180 - it is slightly heavier than the older Jodel Remo 180 but performance is similar. With light weight training gliders like the one in the Video, there always was plenty of safety margin.
However, things were a bit different once there was a ballasted, fully loaded Duo Discus at 30°C OAT attached behind the Robin. Especially on a rather soft grass runway, I remember using all of the space available to get the Robin airborn.
I have to admit, I did not always feel safe with such heavy gliders and really low rates of climb. But also, I had much less expierience than you have.
Had my first solo in the ASK13 as well! Good you were able to get out of the situation without harm. I was pulled up by a winch so I had more time. (in fact i was doing the check twice, because I was so nervous haha) Getting rushed is really a bad thing, very nice they improved their system after that experience. Thanks for sharing it!
That tow plane pilot had no business telling the glider where and where not to land. He luckily made the airfield in this case, but imagine a stall/spin at that altitude.
In an emergency the PIC's only priority is getting on the ground without getting dead. Everything else is the insurance company's problem.
Actually the advice given was excellent. The student pilot had no business landing out in the fields, and if they haven't practiced exactly this incident type with him before he takes his first solo, the club has bigger problems. But in that situation the advice given was very good and he could land without issues back at the airfield.
@@japanzenandnaturesoundscap383 I admit my experience is in powered aircraft, not gliders. But I would have assumed the dangers of low speed, low altitude maneuvering, particularly by an inexperience solo student, were pretty universal. Sure it might have been rough, but did the field pose any particular risks other than inconvenience?
At any rate, the pilot should've added an "if able" or similar. He had no way of knowing the extent of the problem.
@@ambiention A field out landing is always riskier than one on an actual airfield - and this situation most certainly doesn't justify the risk. The towplane instructor (or the flight controller) was veryy correct requesting the student to return, as he had enough high to make it. The low -speed turn situation was already solved by the time he started his turn.
Speed down to 51 kph just before the turn. Whats the stall speed of a K13 ? You handled the landing well, but how close were you to spinning ?
just one little movement in the Rudder or airlerons at such a low Airspeed and at such a low altitude is life-threatening.
Why he didn't land ahead is beyond me... Not helped by the moron in the tug giving instructions from the air. The pilot was very lucky! But he should have landed straight ahead, without the risk of spinning in just like to many have died doing..
@@severniae no, he had plenty of height to do the final right turn but should have dived towards the ground to build up speed.
@@louisdresse8650 No. Sorry, but no.
@@severniae are you an instructor ?
We routinely perform our last final turn at a height of about 50 meter here in Europe.
Looking at the video the glider height when turning final was at least that.
There was no reason at all to push straight ans make an outlanding.
But he had to push its nose down to build up speed in final.
I am a former member of the belgian team, experienced x country pilot and made countless outlandings and competitions including WGC.
So I have the credentials to tell you that you are wrong.
And I will add that the tug pilot is not a 'moron'. This is not the way to speak about fellow pilots in aviation when you also have no knowledge about the rules on this french airfield. It is common in France that the instructor who releases solo a student pilot is flying the tug. And in this case he has the right to have his/her word.
And the instruction to turn right on final was appropriate .
What was the pilot doing with their left hand during takeoff? Should be either holding the spoilers closed or/and near the tow release.
Actually, since this incident, I am not longer able to take-off without my hand on the spoilers all the way long the take-of until reaching 100m. A good learned lesson!
@@vincentl30 The spolier detent on the Grobs I fly is not very strong/positive, so I keep the handle pressed forward the whole tow. Even at 2000ft, if we hit a strong bump and they fully deployed, it would be a sudden drop and drag on the tow plane.
Hold the tow release, so that if the tug disappears, you don't kill him. If the spoilers cannot be locked and have to be held closed, the glider is not fit to fly !
Tre bien... Well done! Glad you were able to recover from that with no damage to you or the glider...!
Good that you dropped the nose as soon as you noticed the speed, definitely an argument for stall warning equipment on gliders especially training ones
K13s often have a soft over-center lock on the brakes.
The left hand should be ON the release knob from attaching the rope at least until a wing drop onto the ground is no longer a risk, better still until airborne. Thank goodness the tug pilot released quickly, it saved his life. The glider pilot has had a massive learning opportunity. Do your checks throughly, hand on the release until airborne if possible (Flaps may prevent), critically maintain the correct height behind the tug particularly don’t get high. If you maintain position with the elevator it is possible to close the brakes carefully and continue the launch.
I'm not so sure on your comment.... First: what effect would that have? I normally don't have my hand on the release hook but rather on the airbrakes. We also don't get this behaviour taught at our club (it could just be different from club to club) but how would that have prevented this incident? They were way beyond airborne when the airbrakes came out. Second: it was his second solo, so not really much experience. I agree it is possible to close the flaps while starting, I've even seen it in a winch launch, but it takes quick instinctive reactions. Nothing you can expect from someone with so few hours.I agree with the reaction of the towpilot and the landing👍🏼 although closing of the airbrakes could've been a second faster for my taste
I’m not intending critisim, being early solo he handled after the event well. It’s true the incident was not caused by not having his hand on the release but many serious accidents have occurred from an initial wing drop on the ground. The only safe remedy is release immediately. You don’t have time to find the release, if you hand is on it and you resale before the wing hits the ground your safe. This is much more important when winch launching where everything happens faster and flaps remain in same setting. On aero tow it’s still important to have your hand on the release but it the glider has flaps you usually start your ground run in negative flap and once you have enough speed to avoid a wing drop you transfer your hand to the flaps to select positive flap. The clip showed the glider getting high behind the tug, very dangerous for the tug pilot. Many accidents of this nature end with the tug pilot being killed. I suspect the tug pilot knew he had an early solo glider on the end and was very alert. These things can happen to any of us and it’s good to learn from them and realise how it could have gone.
@@flomoose7315 By having a hand on the release, you can release as soon as the tug disappears. This can save the tug pilots life at low level. There should be no need to hold the airbrakes handle if they are locked.