Why I shouldn't be afraid - Flying in Turbulence - Demonstration
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- Опубліковано 5 кві 2023
- The topic of flying in Turbulence cropped up in a local discussion and I want to test a theory so asked a few of my friends what they would do to feel more comfortable when flying in turbulence.
This video is not an instructional video, but merely a demonstration on how an aircraft would react when flown in different ways, while experiencing turbulent air.
I hope it helps those who are daunted about flying in turbulent air to feel more confident.
I frequently get asked about the kit I use, all links or names are below.
My PeaBee radio and communications set up is:
ICARO SCARAB Helmet with MicroAvionics PM100 Bluetooth (Vlog modified by MicroAvionics)
www.microavionics.com/paramotor
My Airband radio ( I have the appropriate Licence) is :
www.microavionics.com/ Yaesu FT450 FTA .
Engine instruments:
Trailtech TTO Tech and CHT
Fuel gauge - Tiggy Aviation
Tiggy fuel flow and quantity device - Soon to be an upgrade coming out.
GPS
NAVITER OUDIE 5 PRO with FLARM
Electronic Conspicuity device
SkyEcho 2
Camera and Microphones:
Flight Briefing room
Video Camera 4K Camcorder ORDRO WiFi Ultra HD Vlog Camera and a ICE BLUE microphone
Flying cameras
GoPro 3+, GP6 and 7 with audio adaptor.
Camera Mounts/ cases
flybubble.com/flytec-bumblebee
www.flypureair.co.uk/store/Ca...
Flying Clothing:
FlyKandy Jacket and trousers
OZEE flying suit EXEAT and 30seven gloves
Sealskinz mittens
Editing software
Adobe Premier elements
Music - Epidemic Sounds - Subscription.
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A number of years ago, I owned and flew a Pegasus Quantum 912 flex wing!.
I was a member of the Scottish Aero Club at Perth Airport!.
I’ll never forget the day that my late father and I landed on a beach north of the town of Montrose!.
When we departed the beach, the climb out was going well, at about 1000ft agl I suddenly became aware that I was caught in a pocket of severe turbulence, it was like nothing I’d ever experienced before!.
Even with 2 people on board the trike was being tossed around, I was struggling to maintain control of it, as the control bar was constantly being ripped from my hands!.
I became acutely aware that this was a life threatening situation!.
I tried to descend in an effort to find a field to land in, but the turbulence didn’t get any better, so the only other thing I could do was climb!.
And that was the answer, I put on a full power climb, and got to about 3000ft and all of a sudden it was flat calm, I was never so relieved!.
I knew 2 guys who were killed flying a flex wing in severe turbulence in Scotland, the pilot was quite experienced!.
I never get complacent, I know that in the right conditions, turbulence can kill you!.
You need to know the limitations of your aircraft, and always keep within them!.
Thank you for sharing your story. I fully understand where you are coming from, this video was more focused on general flying and understanding that flying faster makes it worse, and as you found, low down. We teach on a Quantum 912 at the school, fantastic aircraft. Thanks again for sharing.
Very well demonstrated 😁 The other tip for flying in turbulence I was offered by Dave Sykes (A Wing and A Chair) was to RELAX - don't fight it - the wing will fly through it if you just let it. You just need to be confident enough to relax and trust the plane - you will need to correct course naturally, but you don't need to fight every lump and bump 👍
Hi Mike, that is exactly the methodology I use with my students, "let the wing do the work".
As my instructor told me: "Let it wobble" but only correct if you're knocked off course.
…and if anyone knows how to handle turbulence it was Dave on that incredible journey, eh?
Hi John, I hoped you see this video. I so want you to be comfortable on your ADAM trike, wheels up and all that jazz.
yes totally and its often the wing is fine but the pendulum effect un nerves the pilot.
Great discussion and demonstration!
Actually, in the paramotor world, turbulence is dealt with in two ways: For mild turbulence, a reflex wing with higher loading and speed has a "self-correcting" aspect to it and you "punch through" the turbulent air, with good collapse resistance and a degree of self-stabilisation. For more severe turbulence we switch to a non-reflex wing, with lighter loading, lower speed and then fly "actively", much like free flying.
In the first case, the wing is fairly collapse-resistant, but if you do take a collapse it's more sudden, more severe and harder to recover from (especially if you're trimmed out for max speed). In the second, you need to use some experience and knowledge of free flight thermaling / active piloting to "feel" the air, prevent collapses, etc, but you can take advantage of thermals, sometimes even killing the motor.
Most pure paramotor pilots eschew the second type completely, choosing to only fly calm air, but those with free flight training may do both or choose to only use the engine to get up into the larger, wider parts of thermals and then "free fly" or just practice some thermaling as a part of their flight.
Hi Stephen, thank you for your lengthy response, I'm not sure if you are aware, I did paramotor and paraglider for over a decade and flown is quite some serious conditions for some flying feats, completed SIV etc, so as a general statement, I stand by what I said. I agree there are a lot more factors but flying faster in a paramotor is still the better option overall.
@@GolfFoxtrot22 Hi Giles, I meant only to expand on what you said for those interested, not replace it, sorry if it doesn't come across that way. I appreciate your perspective and experience greatly!
I realise I should probably have said "we sometimes switch"... Also perhaps that the newer reflex wings recover remarkably well and quickly, even trimmed out, although it's still true that a collapse at lower speed on a non-reflex wing will generally be less severe. We all have different comfort levels with turbulence, depending on training, experience and intent / type of flying we like to do. I have been happily surprised by how many aspects of the sport (which I was initially intimidated by) are actually quite benign when you are properly trained, have a safety-focused attitude and react appropriately. No replacement for the combination of good training and experience.
Again, great video and demonstration!
[EDIT] Just wanted to add that if I ever get to the point where I can't manage foot-launches any more with my paramotor, rather than moving to wheeled paramotor flying I would switch to flexwing trike much like the Adam. [/EDIT]
Ahh OK, cheers Stephen, and thank you for your comment. It's great to interact with people and I try and create a friendly community around the channel. 👍💯😁.
Great vid Giles! Had a chance to try it out this evening in the PeaBee and it works!!
Hi Dave, I'm glad you found it worked. You still can't beat just letting the bar do the work.
Great insight there, top video
Hopefully will help you feel more comfortable when flying.
Fascinating Stuff Giles 👍
I was expecting a Luvly Jubly, not sure on how you spell them. Gad you enjoyed it.
Very interesting and informative. Thanks for sharing.
Hi Rich, it was a nice little demo, but letting the bar do the work is still a good option.
Another great video with some good tips on flying in turbulence. The natural tendency in rough conditions is to grip the bar tightly, tense up and try to fight the turbulence, which is the wrong thing to do. I have to give myself a good talking to in the air and tell myself to relax when I find myself doing this.
Hello Philip, yes, I have to talk to myself from time to time. As long as I don't start arguing with myself I'm fine. 😂.
Great Video! Great info! God bless and fly safe
Hi FPV, glad you enjoyed it and I'll fly as safely as I can. ✈️💯👍
Thanks for the video! That precisely addresses my question regarding the difference from PPG, where I personally find turbulence very unpleasant (due to the wing being prone to collapsing).
Hi Martin, I'm glad it helped.
Great stuff - worth filing in the memory bank for those 'AAAAARGH!' moments that will no doubt be coming my way before too long! 🙂
Hopefully there won't be any AHHHRGH moments because you'll be comfortable.
@@GolfFoxtrot22 Let's hope so! Can't wait to get cracking with it and will be booking some training slots later today.
Great video 👍
Cheers Patrick.
will give this a try thanks Giles.
Hi Living La Dolce Vita, I hope it gives you some benefit whn you fly.
Nice video. Definitely going to slow down in my GT450 in thermic / turbulent conditions. In my head I've always heard "Increase the speed to cut through the crap". No wonder I resist flying in such conditions!
Hi Jon, it doesn't need much. I did a demonstration in a QuikR a few weeks ago. Showed the student the difference when trimming between 65, 70, 75 and 80mph. Same conditions and the faster we went, the rougher it felt. Trimmed back to 65/70 and it was more comfortable.
Thanks Giles this explains a lot. L9ve your videos
Hi Radar, is the radar from the Mash series?
@GolfFoxtrot22 Hi Giles, Yes, got that nick name when I was 21 and it has stuck with me ever since, I'm 56 now and everyone calls me Radar, I almost forgot my real name lol. It is Brendan.
A point well proven Giles, slow down in turbulence 👍👏👏
It always makes more sense when shown. There's still a brew waiting 😊. Better weather and later evenings.
@@GolfFoxtrot22
I’ll only come over if you got bail! What exactly did the police want you for 🤣
@@kevchilton908 I just waved as I flew by..... "they'll never catch me... Hahahahah"
@@GolfFoxtrot22
🤣🤣 good luck! I know a good hiding place if you need one 👍😆
Excellent and timely subject 👍🙂
I'll watch during lunchtime.
I hope it helps Doug and enjoy your lunch break.
@@GolfFoxtrot22your content is always appreciated and helpful. 😊
Good video, thanks for getting wet to shoot it.
@@DougBowman6 it was my pleasure. It was fun as well.
@@GolfFoxtrot22 rain = fun 👎 not so much for me. I rust 😅
Haha, I'm sure you don't. It was flying between local rain fronts... I just about made it.
Thanks! I reduce speed also and 2 fingers on the stick. Just wait for it to pass.
Hi Jeff, I always remember how my gliding instructor used to describe 2 fingers on the stick, I won't recite it here 🤣.
Thanks Giles, I'll give that ago next time I fly the Sub 70 in bumpy air 👍
Hi Blue, I hope it works for you, just don't go slow when landing.
Hi Giles. That’s a very helpful video. You may remember I asked, when I started flying the Adam, if you could demonstrate flying in more testing conditions. My tendency has been to try to get above it but, of course, climbing inevitably involves more speed. So, if anything, the turbulence has got worse as I climbed. I then feel turbulence is all around, and head for home. I think this video will change all that. Many thanks. John
Hi John, I really do hope it has helped. One day we'll meet up in person.
The reason you felt the turbulance more while climbing is because you are flying slower with higher AOA and the bar out. And your danger is increased conciderably. Pushing out is the last thing you want to do if you dont want to spiral dive or tumble. I dont know where this push out information is originating but i started flying hang gliders in 1978 And flying trikes 15 years ago and i will tell you take your time . Airspeed airspeed ,airspeed!!!
Hi Whispering Eagle, I wasn't climbing I was level and I felt less effect of the turbulence as I was flying slightly slower. As I demonstrated, flying faster makes the turbulence have a greater effect. I'm nowhere near the stall or anywhere near the situation to enter a tumble. It was purely to demonstrate flying faster through turbulence makes it feel worse.
Thank you Giles for a well explained sitution, in turbulance which will help me out, when i get in that same sitution when in turbulance when i get to start flying solo kind regards Noel Walsh.
Ho Noel, it's not for every lump and bump, otherwise you'd never get anywhere, as we say, let the bar do the work as well.
Great advice Giles thanks. Liking the spinner just needs a couple of stars on it 😂 🤙
Hi Ian, don't tell Mark, he'll be putting stars all over it. Have you seen the Jackson Custom machine, it puts the American flag to shame :)
1/2 Ro V2. Half the pressure Density times the Velocity squared. Flying twice as fast produces four times the effect so flying a bit slower reduces the effect considerabley
Hi Simon, it's mostly about control, because if you are too slow in a flexwing, you don't have enough, it's all about the balance.
I'm reliably informed weight in the trike is also beneficial in dealing with turbulence. I personally recommend chocolate hob nobs. Seem to work a charm. 👍
Haha, chocolate hobnobs do work well.
Hi Giles! Thanks for the turbulence tutorial. Looking forward to being a Sub 70 pilot in the USA.
Hi Tom, I'm guessing Far 103 will give you more benefits than we have in the UK. What is your max machine weight before you need a licence, or license over the pond?
@@GolfFoxtrot22 254 lbs. is max empty weight for FAR 103. I’m hoping to buy a Snake or a Peabee. That Raptor looked really cool, but I’m betting it will be pricey by comparison. My base elevation is about 5000 ft., so I may get a bit bigger engine/prop than you carry. I want to have fairly short take off rolls even on fairly high DA days. I envy you your cool weather and lower elevation!
@@tomcoryell give us a shout/ email Micro Maintenance have shipped these to the states before. Office@microaviation.co.uk and we can give you a custom specifcation.
Well that's a new one on me Giles. I'll try it tomorrow.🤔
Hi Trev, I hope the adventures are still going well. This might make the rough flights a little easier.
One thing I've found since taking up hanggliding is that turbulence is less worrying when your facing the ground , the seated position gives you the feeling your looking over the edge of something , that's what I feel flying my aeros ant but it's not a problem in my mosquito harness .
Hi Paul, ahh, I hadn't thought about it like that. If I can, I try and put a shout out for your Channel and try and get you some more subscribers. Your Channel seems to be growing well.
Paul when your in your hang glider your wing loading is significantly lighter and generally your flying slower. Also you have quite a bit less drag . Larger 2 place trikes are pretty dirty when it comes to drag. So you feel it a bit more as in my airbourne trike. My soaring trike is more clean as far as drag and not as light as in my gliderhead days. I generally fly my soaring trike in lighter conditions but still get that challenge to milk lift engine off. But every little while i get my but kicked. I just kind of look at it like running my boat hard in choppy water. Relax fly the wing . Just like in hang gliding as you know . Study your conditions and dont get in over your head.
Fly safe over there one of these days id like to fly with you brits
And see if your as humar stricken as your cousins down under. I still have the past life fear of my head in the stocks or someone chasing me with a sword saying come back and fly like a man you chicken.
I fly an Aeros ANT with a Fox TL13 wing. As far as flying turbulence, and rough conditions, I don't really have a problem with it. However, it's the landing that gets me a bit spooked. I'm afraid of getting "dumped" , or hit with a side gust. Thanks for the video and addressing this topic.
Hi Stone8597, with regards to landing, just keep the speed up, it will help keep control. I do mention this at the end as I did have one commenter not watch to the end. It's always hard to make videos like this without making it a teaching video. The 13TL is a great wing, just needs a bit of speed for landing. I would like to fly the ANT trike if I can find one in the UK.
@stone8597 You’re right taking care about being dumped or side kicked. It can end very badly when it occurs just before the wheels are expected to touch and you released the trottle. To avoid it, I keep trottle control open (managing the power) until the wheels got contact. Once done, I reduce the engine. Its needed by mountain landing and hot temperatures. Of course you will touch with more ground speep and more air speed compare to quiet conditions. Some time I touch my Ant with 62mph ground speed (!) with 20mph tail wind ... never thrust in slow speed with gusty or bumpy wind landing.
@@travellerpalace979 Great advice. I will take this to heart and practice it. Thanks.
Nice little quick flight. Glad you made it back safely. I could see the virga coming in off your right wing. As for turbulence, definitely slow it down a bit and go with the flow. Try not to correct the bumps unless it tips a wing more that 10 degrees. Wing loading is a key factor. However, if I understand correctly, flex wings have the ability to dampen some turbulence ? Thanks for taking us along. 👍👍
Hi Allan, it was definitely a good day for the Demonstration and you are correct, flexwings do have some dampening but mostly in pitch. As they are neutrally stable in roll, any roll disturbance nneds to be corrected or you'll be changing heading. I couldn't remember if you were a flexwing or hang glider pilot so forgive me if I was teaching you to suck eggs.
Happy Easter Giles. I want to be a flex wing pilot someday. I use to fly single engine and sailplanes. Haven't been current in many years and plan to get back into it after retirement. 😊 Your knowledge is much appreciated ! 👍
Hi Allan, sounds very much like my beginning. I so wished I'd found flexwing sooner. There is just nothing like it.
Interesting, I must try it in the PB as we've done slow flying a few times in the Quantum and after 10 mins, I need to visit the chiropractor for the stiff neck and shoulder muscles!
Oh crikey, yes that would kill my arms as well. It's quite interesting demonstrating slow flight from the rear seat as well😁.
Yes, The trim on a Quantum with a Q2 wing isn't very effective and it's hard work tring to fly anything slower than about 60mph ish depending on the age/sag in your wing.
Nice one Giles. Noticed the new spinner. I’m curious, does the spinner have any other benefits or is it just an aesthetic thing? Hopefully flying tomorrow so see you at DM if you’re there. 👍
Hi Paul, I'm not back up until Midday Sunday. It looks nice. It will look a bit better when painted.😁.
recently flying finair a350 hit bad turblance over india at 35k ft polit seemly cut power complety just left plabe ride it out for five minutes . then full power back on when clear
I think we are talking about different types of turbulence. Oh altitude turbulence is formed in a different way. Thank you for sharing your story.
Good stuff ! I just try and fly in good conditions,
Hi Bill, sometimes good conditions change to not so good conditions. Understanding what you can do, also opens up more flying opportunities.
Me too Bill.
@flierbill, some really nice video shorts on your channel. I see you learnt with the mighty Kyle'O.
@@GolfFoxtrot22 Yes , I live one hour from Kyle. we have a bunch of guys around Shreveport La. John Wayne trained @ Kyle' O also !
Great explanation Giles, in the fixed wing world we have a yellow arc on our ASI for just this reason, to ensure you only fly at faster airspeeds in clean air. Unfortunately there's no gauge I've ever seen that tells you when you should slow down. However most pilots would interpret turbulence when the plane is caught up in disrupted airflow during the flight and although it is defined it's left down to the pilot in command to decide what is light, moderate or severe turbulence for the aircraft type he is flying at that time. I base it on comfort level, if I'm being battered around I just slow down regardless :-)
HI Terry, we have the same Va marks in the ASI on a flexwing as there are limits as well this was more to help people understand how they can make their flying a little more comfortable when flying. The bigger heavier flexwing machines really do suffer from harsh responses when flying in turbulence.
@@GolfFoxtrot22 need a couple of subs to hit that 6k, fantastic.
@@ShortField yes, so very close.
I think for cruise youre right but the thing is, on final you cant really fly same speed or even slower in turbulence, cause you really dont want to hear the stall horn when youre 30m above ground.
Hi Motmed, I think you must have missed the end of the video, I actually say this. Speed is control.
@@GolfFoxtrot22 Oh yeah sorry, I saw it after i wrote the comment, and forgot to delete it 😅
Ahh ok, no worries and good to see you in the comments.
Thanks, good technique. I am awaiting my Northwing ATF . Looking to get a vario. On your Oudie can you put the vario big on the screen so it is real easy to see? I won’t be able to hear the audio due to the engine but want to explore soaring with engine on a low setting to start. Thanks Ken
Hi Ken, yes you can make it bigger, from memory. It does have a 3.5mm audio out socket so you could extend it to an ear piece. I hope that helps.
I agree with you but I will not slow down if turbulant near to the ground or on approach, it those cases I want the increased speed for control and protection against gust stall. (just as you did on your final).
Hi Algy, I completely agree it why I was talking about long flights. You need speed for control and it's why I left that bit in to show that you need speed near the ground, as much for kinetic effort as for control.
@@GolfFoxtrot22 There is also the structural reason, as speed is increased so is the abilty of the wing to produce lift and so to pull g and exceed the g limit hence mose microlights cleared for 4g have a yellow line of 2X stall. Double the speed 4X the lift for 4X the g.
Algy, you do know what I do for a living don't you? 😏. The yellow line varies from fixed to flex as the Va is calculated slightly differently. The standard Va calc is the The Sq root of 4 G, which as you correctly stated is 2 times the stall, but the flexwing one is done slightly differently.
Hey Giles! I'm happy flying my QuikR in a little rain but the Fox 13T manual says "Do not take off if the sail is wet, especially the leading edge, as the stall speed will increase significantly." I've been avoiding flying the peabee any sort of wet/damp weather. You seem quite happy to fly in the damp - do you have any tips?
Hi Tim, I've inadvertently taken off with a rained on wing, it did have some affect on the take off. Any wing will be effected by water droplets ( not teaching you to suck eggs) but the Fox and ADAM have no adverse reactions to it. The stall is so benign just keep the speed on when landing. I hope that helps.
Nevermind the turbulence tell us about the prop spinner and bush wheels.
Hi Ian, your comment made me chuckle. The wheels I have on for nearly a year now, they make the rough terrain a lot smoother. The spinner, well, that's something I've been working on.
Giles. I think i may have to part with this a bit. And i will carefully exspress my opinion.
1 contolled fear, no fear , uncontrolled fear.
Pick one
Uncontrolled fear obviously is what will be the poorest choice.
No fear probably the biggest emotion that gets newbie , advancing and the well established pilot in trouble and has killed many exsperienced pilots.
Controlled fear At any level of your flying you will exsperience the unexspected mishap or suprizing conditions. But controlled fear is your friend in every situation. IT WARNS YOU OF THE POSSABILITY OF DANGER. and preps you for its possability to acept or pre denige it. And helps you acurately observe your ADM.
And controlled fear is the ability to handle yourself and manage a unexspected exsperience with a slower lodgical decision input.
I also have an opinion a bit oposite to your slowing airspeed in turbulance. Now to be fair you may be talkin about minor airspeed ajustments but you are speaking to generally . Most hang glider pilots that live know this. They may slow the asi milking moderate thermal at a safe altitude. But for turbulant conditions to suggest that pushing the bar out to be more comfortable and less turbulant may be a bit decieving and dangerous. Exiting a big thermal hang glider pilots will increase their airspeed going over the falls or the outside down flow of air.
The same is true in turbulance. You can be delivered a whole host of unexspected shear. Rotors and edies. And strong updrafts. I personally would rather have the xtra airspeed and enjoy the bumps . Exspecially at lower agl . Landing my soaring trike or hang glider in turbulance i will use a shorter , higher steeper aproach. Cutting down thru the turbulance for a shorter duration with sufficiant asi.
Larry mednick demonstrated to me
Something new learned a few years ago diving in turbulance . And that may sound like iam conterdicting myself but iam not.
Cutting thru the turbulance on a steep approach you drop off throttle pull the bar in to dive for the deck with airspeed. But you can gently let the bar out in the decent . Managing your decent to the deck. More for the advancing pilot.
But flying straight and level and letting the bar out to be more comfortable in bumps may have its dragons in senarios of understanding with different levels of pilot skills and undestanding.
I would exsplain it more this way. Give the turbulant nervous pilot this information.
Yes have some controlled fear of turbulance. (It can kill you)
Arm your self with good pilot ADM in dealing with turbulance . Get some good instruction.
Airspeed , asi ,asi. Particularly turning and low agl.
Your trike pedulum is made to let the wing take the bumps. Dont death grip the controll bar and dont over correct . The bump from turbulance will be absorbed by the wing and generally corrects itself. So dont over input. Good asi is critical as shear is related to turbulance. Id rather put my quarter im that little red drug store rocking horse than finding my orientation in a agl reaching spiral dive without the ability to change my undergarmets. Now i know giles iam opininated. And i love your promotion of the sport . But i think you need better less general information here. You dont want a newbie pilot to get in to turbulance and thinking it would be more comfotable if i push the bar out a bit. I freshly remember another pilot lecturing me in the lz i was flying my hang glider to fast over the hot high desert lz. I told him no your flying to slow in the turbulance. The following week he stalled spun in and spent 3 months in acoma and major surgery? JMHO
Ps i also wanted to give this information rarelly mentioned.
Fighting turbulance, look for a different altitude gradient. Lots of times it will be smoother at a different altitude , sometimes right below cloud base.
Hi Whispering Eagle, I'll need to read this a few times to digest it.
@@GolfFoxtrot22 hey giles not trying to crit you. But i think re wording it. Just a subject iam very crit about because ive lost some good friends over the years flying slow in turbulance .i know you mean well but its a good discussion iam provoking. Also you could adress if someones gettin their but kicked in turb you can seek a different gradient. When i was flying in a 300 mile xc leg in oz with a bunch of trikes we were getting are but kicked. I went up to cloud base and smooth as silk a hundred feet below
Giles i hope i didnt anger you but its a touchy subject. One ive seen cfis give bad instruction. Killed my first trike cfi . Stall spin to slow in turbulance.
I also want to point out the place you fly is flat flat laminar air. Big differance in where i fly in hugh glacieral mountains or very hot high deserts with big boomers. I WILL GIVE EXAMPLES.
it use to be on the west coast laminar smooth air (coastal soaring pilots) milking lift low agl laminar air no problem. But then that same pilot travels west to a big mountain launch in the high desert with the same meteorlogical conditions using the same familiar technics finds himself in uncontrolled flight stall spin. Why slow roll authority entering turbulant thermal to slow.
The dynamics are the same and even more critical flying trikes with a higher wing loading. You may feel more comfortable pushing the bar out in turbulace but truth is you have less roll authority and are more vulernable to sudden pitch down or up. And more vulnerable to rotors and gradient shears. A distraction leading to spiral dive. The solution to the bumps. If you are too afraid uncomfortable then you shouldnt be their in the first place. Get good at inderstanding conditiond aloft from the ground . A hang gliders bible! Have enough fear that will know the conditions you getting into. Handle more as you advance with exsperience. The way to fly in turbulance is yes have some confidence ,relax and keep your xtra air speed up. Sugesting more comfort by easing the control bar out is misleading and possably dangerous to a unseasond pilot!
Do not drath grip the control bar . Relax keep your elbows bent! Practice more not over controlling with the increased roll authority. Be more aware where you can get mechanical turblulace and avoid. Let the wing take the turbulance . It moves around but generally comes back to the same place. Make corrections on the bigger bumps by coming back to a neutral point not over correcting. This will make you safer more confident pilot.
No not at all, it is all healthy discussion. I do also advocate the use, as you say, let the bar do the work, it's the easiest option in all honesty. It is flat here in that direction, go 180 degrees and it's climbing hill in the Derbyshire dales. Keep the comments coming and I will fly safe and teach safety as well.
@@GolfFoxtrot22 I am relieved . Thanks .
Agreed the biggest thing you can do relax, (elbows bent ) let the wing fly , the exhaustion comes from fighting and over correction. Theres slways that unexspected rotor , shear , sink so just relax but stay alert .
But exstra airspeed is critical. If you get shear youll be glad you have it. Fly safe my friend
Your tech. depends on where your wings hang point is position on the keel ….. Is your wing set to fly fast hands off or slow hands off???? I trim my wing to fly xc so fast hands off and Regulate my speed with my foot throttle…. But i only adjust my throttle if or when turbulence is severe in an effort to reduce heavy G loads placed on my wing…. IN the GA world this world be viewed as the aircrafts. Maneuvering Speed ….. Most of the flying i do is with a very light touch to the control bar… If the air is choppy i set my RPM to maintain altitude and simply let the control bar move around giving input ONLY when or if needed to maintain a level attitude….. Flying this way saves your energy for the Important phase of flight the landing…. I fly a heavy trike this way but would set up my soaring trike this way also… You use the wings trim hands off speed between thermals and that energy to roll into a thermal when one is encountered to work the thermal…. you also use this trim speed to escape sink found between thermals and can always apply more or less as needed …… Its just the way I fly ….. Nice video
Hi Mark, there is a fundamental problem with how you are operating the aircraft, throttle doesn't control speed it only controls rate of climb and descent, this applies to all aircraft. If you want to fly faster, yes you will need more power, but as a result of pulling the bar in or lowering the nose is a 3 axis. . This is a very common misconception and is taught very early on during effects of controls. Everyone has their own coping strategies for turbulence, I was merely demonstrating that flying faster doesn't actually make it more comfortable. Ultimately, letting the bar do the work is the best overall option as you have stated and is my preferred way of flying, less effort. Later in your comment you swap how you use the throttle to how it is taught/used so I'm slightly confused why you would use the operation of the throttle differently. I hope that helps clear things up, there does seem to be some confusion about my video so I feel a follow up one being made. 😁
@@GolfFoxtrot22 IF!!! we are flying in smooth stable air I would agree ... But thats not the case....... Remember thermals are Vertical components that can be weak or strong and they will affect our AOA... By reducing your Throttle in STRONG LIFT you retard the lift factor produced by both MOTOR and THERMAL....... AND when or IF you Pull in because of REAL strong thermals you aid in maintaining your altitude ....... Working the throttle in strong lift and sink reduces hard G loads .........
Hi Mark, the fundamental part of what you are saying is part of level flight.. Power controls the trend, pitch controls the disturbance. I think we are both saying the same thing just from different perspectives.
I got a good tip when there’s turbulence stop in the cafe with a cuppa and bacon sandwich 😊. But on a serious note how strong is your aircraft to cope with turbulence particularly as the change in climate is making turbulence worse, ie that recent passenger aircraft had to divert too Singapore and that’s a very strong modern aircraft.
That's a valid question. There is a big difference between airliners and flexwing aircraft is the design needs. My aircraft has a tested stress limit it +6 G to -3G so I'm perfectly happy flying in the current climate.
The Police!? I bet they were playing "Every Breath You Take". Say Hi to my cousin Gordon Sumner (Sting) for me.
My wing (Northwing Maverick lll) has a maximum rough air speed of 40mph. It's listed on the data plate. My trim is about 40. I don't know if other wings have the same spec. listed. I believe it's because flying fast in rough air stresses the wing. In my hang gliding days, I think my HG wing had the same. Check your specs and see. Take care buddy.
Hi Wayne, the Police joke did make me smile. I've rechecked the Aeros ADAM manual and there isn't and rough air speeds to fly. The Sub70 machines generally don't seem to need and ASI and the difference between hands off trim and max speed is only about 8mph different. Thank you for giving me more food for thought.
How do you land the Nine? With trimspeed to have full control or with less speed and so "less bumpy"?
If you go to the end of the video I mention about having speed for control. The same for the NiNE, speed, the pressure side of hands off trim.
I like your spinner. Did your spinner already fit the Moster 185? I’ve wanted do that for a long time. I would paint it like the spinner on the commercial jet engines. Is there a link?
Also flying in turbulence wouldn’t wing loading be the thing that really makes a difference. When I was taking flying lessons many years ago my instructor was an F-4 pilot and I remember him saying you would hardly feel the turbulence compared to to the Cessna 150 we were flying in.
HI Gerry, I custom made the spinner but it is something I'm working on. It will be painted in a unique scheme to match my Peabee 😁. There are a lot of factors that would make turbulence be felt more or less, and yes wing loading a significant factor. It was just a nice little video to help encourage those that shy away from flying in conditions that would be perfectly safe if they understood how to manage it. It's always good to put things out there to make us think. I appreciate your thoughts and comment.
@@GolfFoxtrot22 Thanks Giles
Great video Giles, but isn't that runway 19, not 01 (8:09)?
Hi Mark, good spot, I don't even know why I said 01. You get browny point for noticing 😉. Are you going to Popham?
WTF?! YOU HAVE A SPINNER ya lil pimp! 😆😆😆😆😆😆😆😆😆😆😆😆
Yeah great vid worth talking about. I know some ppg pilots are seriously put off with the bar in front of them moving about. Great tip 👍
Yep - I was given a sneak preview when I was at Darley Moor. Looks bloomin' marvellous. 😁👍
I know, I looks a bit nice doesn't it. I'm hoping to paint it soon. I'm glad the video made sense and I hope it helps others feel safer when flying.
First (and now I'll watch it)
Haha, only you Chris, only you. :)
I do have a question. When you pushed the bar out to slow down, did you increase power only enough to fly straight and level?
Hi FPV, to change speed l, it Power, attitude, and trim. As the PeaBee doesn't have a trim, ignore that part. When slowing down, I just reduce the power first, then maintain, with the forward bar pressure. If I were to fly faster, more power, then reward bar pressure to maintain level. I hope that helps.
@@GolfFoxtrot22 It dose, thanks. I fly an airborne and get in to some turbulence and its not too much fun, I will try this. I remember one of my CFI's telling me slower speed is better in rough air.
Deja vue😊 What's with the spinner?
I thought you'd get the reference following our chat at the Bore Chaser. There's no spinner, nothing to see here. 😜
Physics fact when flying weight shift control in negative g conditions you have no control. It takes seconds to invert. Been there total failure in seconds luck was the only thing that saved me!
It's also why the Vn graph doesn't show any negative allowance. Without positive pressure, you can't use billowshift for roll control.
@@GolfFoxtrot22 I have become a big fan of control surfaces that work in negative g condtions. It only happened once in 15 years and 600 hours but lesson learned about weight shift. Being wadded up in a ball 1500 ft up is not a pleasant feeling!
@@oneskydog6768 I could only imagine, but welcome to the channel all the same. Even if it is flexwing flying.😁
I have to say, I always pull on a bit more speed in turbulence to give me more control, especially on landing. Can’t imagine slowing down for it. But then my trim speed in only 37mph.
Liking that prop spinner. Where did you get that?
Hi Nick, I hope you are well and still. Not behaving? I would definitely pull on more speed for landing, as you said it gives control. But on a long flight, rough air can just make the flight hard work. Hope to see you at New Farm at some point in July.
Do not encourage the spinner Nicholas! Lol
Haha, shhhhh
Yes, hoping to get to New Farm at some point. Also plan to fly over to Darley Moor if I get a good day.
Defo want one of those spinners!
Just let us know and it will be good to catch up after so long.
Can you try that mid-day and with wind in thermals ?
In the UK it's possible to fly all day long, all year round so I can only comment from a UK perspective. I used to paraglider and fly sailplanes so am quite used to thermic conditions, I actually want to flying in these conditions in my Peabee to use there thermals for fun. I'm sure there will be a future video so let's find out. 😁.
great video once again Giles. I am in complete agreement with you that flying slower in turbulence is the way to go, for one thing it is much less stress on both the pilot and the aircraft. On another subject, I really like the look of the flylight nose fairing/windscreen on your peabee and I believe it would fit perfectly on my Aeros Ant. How do I get ahold of flylight to talk to further research that idea?
Hi Bob if you contact Office@microaviation.co.uk we can help if you can't get hold of Flylight directly. Links are in most of my video descriptions. I hope that helps.
@@GolfFoxtrot22 Thank you Giles, I was able to find the Flylight site on line.......don't know why I couldn't find it before. I emailed them for information. Thanks again for your help.
Second! ;-)
Show off Dan.. Haha.
HANG TIGHT
Hi Thomas, that's one way of looking at it. 😊.