Cons would be early on final speed is generally slower with maybe a bit less alt too, so if engine failure less chance to reach the threshold compared to the "dive method into roundout/flare", but once you´re above threshold and home so to speak, I think it´superior. Also very useful in situations where the runway is unfamiliar, less visibility because of rain or it´s getting dark, when it´s easy to misjudge height for any reason. Reduces risk of touching down hard. You can use it only last half of the landing if you like. The WT9 has a great float with glide ratio of 14:1 so easy to cut throttle early. With planes around 10:1 you´ll have to balance the glide with slight throttle a bit longer, so this style demands more feel for it and fine tuning. You don´t want to exaggerate and get a too low situation where you drag yourself with the engine. The goal is to develop a sense for the glide slope which differs from plane to plane. Can take months to do this and re-learn, because it´s so easy to fall into old habits and comfort zones, but it´s really worth it. Btw a tip from a CFI who does landing competitions, in case of engine failure you may reach a little longer by diving into the ground effect and then float there. Haven´t tried it myself though, but could be a last resort especially on finals. Normally you´ll use best glide speed of course, usually close to best rate of climb Vy.
@@flythething193 yeah, my CFI did not like when i drag myself in with the engine, that was a big nono. I was teached the dive and float out method with power off. But yeah i understand the other method can be good in some situations.
@@IceMan-wj4wg Inspiration for it was from my main CFI who uses a similar style privately but doesn´t teach it, and from an early Blackwing demo with quite well known pilot (former airline) and WW1-reproduction builder Mikael Carlson (www.aerodrome.se). Here´s two links from my channel of that landing which has quite high final speed +70 KIAS. One of them has a comparison landing by myself on the same runway, and it was before I began practicing the style. Aero Expo 2018 ua-cam.com/video/mAMR1tZwI84/v-deo.html Same land with comparison ua-cam.com/video/WmZh6JWyns8/v-deo.html This Rod Machado intro also has a very useful tips I use in conjunction, called "samling the response" from 0805. ua-cam.com/video/MqsbqbiDl_A/v-deo.html You need to find the optimal height for turn to final to make it work. In the "explained"-video it´s 250 ft (elev 12) for an 800 m final, but with a plane with more normal glide ratio you could add 100 ft. In the Aero Expo video final it´s 1200 m but I can´t read the alt, looks like 750-800 ft with elev 296. When you don´t have so much dive it´s easy to get rid of speed, so you can experiment with entering the final faster than normal, which adds a safety compensation besides the fun of it. Concerning engine failure on finals, my thinking goes it´s very unlikely to happen if everyting is running smoothly up to that point and you have fuel. A bit of speculation, but I think it usually creeps up on you with warning signs. Only had one such incident in 9 years, it happened in the pattern on downwind and was a measuring plug that went loose. Made the engine go rough and lose some effect but I could land as normal.
WT9 to jeden z najładniejszych samolotów w swojej klasie. A ten z chowanym podwoziem jest po prostu przepiękny. Zazdroszczę takiego latania. Życzę tyle samo startów co lądowań. Pozdrawiam.
Thanks! My personal trim setting is maintaining some force on the stick, so slightly trim back beyond neutral (which moves the whole stick in this plane since no trim rudders) but not as much as some do. Too much gives a mushy feel like in stall. I also prefer manual trim compared to electric, gives more control and fine tuning.
Thank you! No this is the fixed gear version. I´ve tried both, and landing wise they are similar as far as I´ve experienced, but with the gear retracted the RG has a sharper stall if you push it in slow speed manuevering.
@@flythething193 thank you responding me!, I'm wondering how much G's it can pull?, I'm not expecting 9G's like the F-16 but I think it's around 3.5G right?
@@حساباصلینوبیتکس It´s approved for a maximum of +4 Gs (so 4 is the limit, not above), but it´s probably not wise to practice such loads on a regular basis due to risk of fatique in the materials. 3Gs feels like the comfort zone for the plane during regular airworks, but many pilots rarely even reach 2Gs with 60 degrees of bank, it´s outside of the comfort zone for the vast majority GA-pilots, which it shouldn´t be. Ultimate load (i.e. the limit where you run the risk of breaking up parts in the moment of action) is not mentioned, but I wouldn´t be surprised if it´s in the 8G area for the WT9. This because ultimate for the Eurostar is 6Gs (with 4 as allowed) and everyone seem to agree that the WT9 is stronger or much stronger built. It has wooden wing spars, reinforced with glass fibre and carbon fibre, an outer layer for the carbon fibre if I recall correct.
@@flythething193 thank you again dear pilot!, but how would I know I'm pulling 3g's ?😂 Is there a G metter? Can I buy it and install it in the cockpit?
@@حساباصلینوبیتکس There is a G-meter in the Dynon EFIS. Shows current G´s, maximum during the session or before reverting back to zero, and minimum obtained in the same manner. If the numbers are not visible they can be activated from settings.
GoPro Hero 5 on a headstrap, and like here without stabilisation in most cases. Stabilisation will cut 10% of the width, I think that´s the case even on the latest GoPro´s. Using 2k, 50 fps, PAL, Sharp on Medium, WB Auto and ISO on 1200 for a normal day/light. Btw Hero 5 only GoPro with this value. Would raise it to 1600 close to dusk, 800 on very sunny days. Would raise White Balance to max on very grey cloudy days. Sometimes a Pax has used a Sony Nex-7 (like in my latest film) or a Canon G7X Mk II. Or a smartphone.
Open throttle as needed, I never look at rpm in the pattern, just speed. As I remember it I closed the throttle to idle just before the threshold on these TGL´s. It´s like a test, if the speed doesn´t drop but stays around 45 I know I´m good at that height and can glide to touchdown and trust the ground effect. The glide ratio is very good in this plane, 14:1. With a worse plane in that regard, or with a WT9 with max fuel and a heavy pax, I might use half a turn throttle until just before touchdown. It also depends on how the idle rpm is tuned. Should be around 1800 rpm in the WT9 according to POH. Regarding stall speed the POH only mentions flaps 1 (15 degrees) 30 kt, and flaps 3 (38 degrees) 27 kt, so for flaps 2 (24 degrees) something in between. Zero flaps is 33 kt. That´s IAS. Same values for CAS is 35, 38 and 39.
Interesting video thanks for sharing. What do you think is the pros and cons with this method?
Cons would be early on final speed is generally slower with maybe a bit less alt too, so if engine failure less chance to reach the threshold compared to the "dive method into roundout/flare", but once you´re above threshold and home so to speak, I think it´superior. Also very useful in situations where the runway is unfamiliar, less visibility because of rain or it´s getting dark, when it´s easy to misjudge height for any reason. Reduces risk of touching down hard.
You can use it only last half of the landing if you like.
The WT9 has a great float with glide ratio of 14:1 so easy to cut throttle early. With planes around 10:1 you´ll have to balance the glide with slight throttle a bit longer, so this style demands more feel for it and fine tuning. You don´t want to exaggerate and get a too low situation where you drag yourself with the engine. The goal is to develop a sense for the glide slope which differs from plane to plane. Can take months to do this and re-learn, because it´s so easy to fall into old habits and comfort zones, but it´s really worth it. Btw a tip from a CFI who does landing competitions, in case of engine failure you may reach a little longer by diving into the ground effect and then float there. Haven´t tried it myself though, but could be a last resort especially on finals. Normally you´ll use best glide speed of course, usually close to best rate of climb Vy.
@@flythething193 yeah, my CFI did not like when i drag myself in with the engine, that was a big nono. I was teached the dive and float out method with power off. But yeah i understand the other method can be good in some situations.
@@IceMan-wj4wg Inspiration for it was from my main CFI who uses a similar style privately but doesn´t teach it, and from an early Blackwing demo with quite well known pilot (former airline) and WW1-reproduction builder Mikael Carlson (www.aerodrome.se). Here´s two links from my channel of that landing which has quite high final speed +70 KIAS. One of them has a comparison landing by myself on the same runway, and it was before I began practicing the style.
Aero Expo 2018
ua-cam.com/video/mAMR1tZwI84/v-deo.html
Same land with comparison
ua-cam.com/video/WmZh6JWyns8/v-deo.html
This Rod Machado intro also has a very useful tips I use in conjunction, called "samling the response" from 0805.
ua-cam.com/video/MqsbqbiDl_A/v-deo.html
You need to find the optimal height for turn to final to make it work. In the "explained"-video it´s 250 ft (elev 12) for an 800 m final, but with a plane with more normal glide ratio you could add 100 ft. In the Aero Expo video final it´s 1200 m but I can´t read the alt, looks like 750-800 ft with elev 296. When you don´t have so much dive it´s easy to get rid of speed, so you can experiment with entering the final faster than normal, which adds a safety compensation besides the fun of it. Concerning engine failure on finals, my thinking goes it´s very unlikely to happen if everyting is running smoothly up to that point and you have fuel. A bit of speculation, but I think it usually creeps up on you with warning signs. Only had one such incident in 9 years, it happened in the pattern on downwind and was a measuring plug that went loose. Made the engine go rough and lose some effect but I could land as normal.
WT9 to jeden z najładniejszych samolotów w swojej klasie. A ten z chowanym podwoziem jest po prostu przepiękny. Zazdroszczę takiego latania. Życzę tyle samo startów co lądowań. Pozdrawiam.
Thank you very much! It´s a sensitive aircraft, good for developing flying skills. Beautiful in many ways. Looks like a 109E in its wing planform.
Nice video. :-) What is your trim set up on final?
Thanks! My personal trim setting is maintaining some force on the stick, so slightly trim back beyond neutral (which moves the whole stick in this plane since no trim rudders) but not as much as some do. Too much gives a mushy feel like in stall. I also prefer manual trim compared to electric, gives more control and fine tuning.
Great job pilot! , i have a question...is this plane have a retractable landing gear variant? Thank you
Thank you! No this is the fixed gear version. I´ve tried both, and landing wise they are similar as far as I´ve experienced, but with the gear retracted the RG has a sharper stall if you push it in slow speed manuevering.
@@flythething193 thank you responding me!, I'm wondering how much G's it can pull?, I'm not expecting 9G's like the F-16 but I think it's around 3.5G right?
@@حساباصلینوبیتکس It´s approved for a maximum of +4 Gs (so 4 is the limit, not above), but it´s probably not wise to practice such loads on a regular basis due to risk of fatique in the materials. 3Gs feels like the comfort zone for the plane during regular airworks, but many pilots rarely even reach 2Gs with 60 degrees of bank, it´s outside of the comfort zone for the vast majority GA-pilots, which it shouldn´t be. Ultimate load (i.e. the limit where you run the risk of breaking up parts in the moment of action) is not mentioned, but I wouldn´t be surprised if it´s in the 8G area for the WT9. This because ultimate for the Eurostar is 6Gs (with 4 as allowed) and everyone seem to agree that the WT9 is stronger or much stronger built. It has wooden wing spars, reinforced with glass fibre and carbon fibre, an outer layer for the carbon fibre if I recall correct.
@@flythething193 thank you again dear pilot!, but how would I know I'm pulling 3g's ?😂 Is there a G metter? Can I buy it and install it in the cockpit?
@@حساباصلینوبیتکس There is a G-meter in the Dynon EFIS. Shows current G´s, maximum during the session or before reverting back to zero, and minimum obtained in the same manner. If the numbers are not visible they can be activated from settings.
great comments on the landings there! 🙂smooth--- I will come by and pay you a visit-
You´re very welcome at ESTT! Thanks for the comment!
what gear do you use for filming?
GoPro Hero 5 on a headstrap, and like here without stabilisation in most cases. Stabilisation will cut 10% of the width, I think that´s the case even on the latest GoPro´s. Using 2k, 50 fps, PAL, Sharp on Medium, WB Auto and ISO on 1200 for a normal day/light. Btw Hero 5 only GoPro with this value. Would raise it to 1600 close to dusk, 800 on very sunny days. Would raise White Balance to max on very grey cloudy days.
Sometimes a Pax has used a Sony Nex-7 (like in my latest film) or a Canon G7X Mk II. Or a smartphone.
how much cost this airplane ?
A few years ago a more fully equipped fixed gear WT9 costed 150000 Euro, but for a used one built around 2007 my guess would be 60-70k Euro.
So you descent with open throttle? What is the stall speed of your wt9 with 2 flaps?
Open throttle as needed, I never look at rpm in the pattern, just speed. As I remember it I closed the throttle to idle just before the threshold on these TGL´s. It´s like a test, if the speed doesn´t drop but stays around 45 I know I´m good at that height and can glide to touchdown and trust the ground effect. The glide ratio is very good in this plane, 14:1. With a worse plane in that regard, or with a WT9 with max fuel and a heavy pax, I might use half a turn throttle until just before touchdown. It also depends on how the idle rpm is tuned. Should be around 1800 rpm in the WT9 according to POH. Regarding stall speed the POH only mentions flaps 1 (15 degrees) 30 kt, and flaps 3 (38 degrees) 27 kt, so for flaps 2 (24 degrees) something in between. Zero flaps is 33 kt. That´s IAS. Same values for CAS is 35, 38 and 39.