At the flight academy, we had a cadet who had flown gliders before enrolling. He had a very clean flying technique and when we started flying jets he was the best cadet in our class. Thank you for incredible video with outstanding panoramic view. My full respect and sub
@ I put a dot on mine as well. Easy reference. And yes, when I video from the side of the cockpit it does skew the angle. I always enjoyed teaching rope breaks, as well as safe turns back to the runway after overshooting while on base. Steep turns are the answer. We’d really crank it over to reduce the turning radius so it’d shorten the distance covered over the ground and get us back into a good position quickly with the string centered. I learned to trust steep turns from Derek Piggot (his book is amazing). I’ve a bunch of hours in the 1-34 and loved every minute of it. Always wanted to fly a 1-35 but never had the chance. Very handsome glider! Enjoy!
@@elmoreglidingclub3030 aren't steep turns dangerous when having no power doing a 180 turn back to the runway, ie the dreaded suicide turn? doesnt steep turns drastically increase the wing loading and aoa as u try to maintain altitude during the turn, increasing the stall speed and risk? or are things totally diff in gliders from powered a/c when u have those wings with insane lift capabilities? never heard anyone advocate for more steep bank in a power out 180.
@ Steep turns are not dangerous. Stalling near the ground is very dangerous. The wing is what turns the airplane, not the rudder. Using the rudder to turn-and maintaining a “safe” (which is an illusion) shallow bank is exactly what leads to a stall and spin. When returning to the runway we want to reduce the distance covered over the ground. The safest and most efficient way to do that is to back steeply-while keeping the yaw string (or ball) centered. That way, we cannot skid and cannot stall. (Unless we have power on and yank the nose up). Also, we are not concerned with maintaining altitude. If we are so low that we cannot turn back, then land ahead or to one side. To minimize the ground track, and to maximize safety, immediately drop the nose to slightly below the horizon, roll into a steeply banked and coordinated turn, trim for best glide, and fly the aircraft (powered or glider) back to a landing on or beside the runway. In a glider, this can be easily accomplished from 200’ AGL. In fact, I have never done it without having to open the spoilers to get down. The two key aerodynamic facts to remember are (1) the wing turns the airplane so use it for maximum effect, and (2) the rudder is to keep the turn coordinated, which is crucial. A 3rd one is speed: never pull the nose up to “avoid the ground” or to extend the glide. That will only increase the risk of stalling. Keep the nose below the horizon and all will be well and you’ll have plenty of speed. Great questions!
Not a glider pilot but I've done a couple of pleasure flights. Looks like you made the right decisions at all points. Lots of trees on the right so turn to the left. Plenty of grass that way. Better to turn back to known open space than ditch in front. The turns looked well balanced and when touching down it wasn't skidding.
At our club ( The Alberni Valley Soaring Association ) we initiate a 30 degree turn to the right of the runway on the climbout. This way if you have a towrope failure ,it is a 210 degree turn back to the runway. This puts you back on the centerline of the runways without any additional turns if performed at 150' agl. Any lower than 150' agl ,we would aim back towards the runway then land straight ahead once aligned with the runway.
I like to see glider pilots do their utmost to stay alive. It seemed there was plenty of room to land ahead with full airbrake and landing ahead is always the safest option and even if it results in a groundloop and broken glider. Turning back after a low aerotow failure accounts for probably around 25% of fatalities in gliding. I'm sure you're a very skilled pilot but unfortunately none of us are fully aware of the risks. Thanks for posting the vid.
As a glider pilot we practice 200 ft rope breaks until we are comfortable. Understand this is not possible in power planes but is easily achieved in gliders with quick decision making and precise airmanship.
Flight Path: tinyurl.com/vf2cv3y5 Landing ahead - lights at the end of the runway, possible bounce across the other runway, rough area beyond the runway, finally fence, road, and powerlines. This glider has flaps only, no spoilers/brakes, will practice a landing with full flaps from 75mph at 200 feet and see how far it floats.
Always hit the release! There could be busted rope dangling in the air. The low turn to align for the runway was... Interesting. I'm glad it worked out. Looks like you kept the speed up, the nose low, and all was well. Extremely calm rope break. I haven't had a real one yet. But I would want to practice releasing the busted rope AND no low turns below 100' your height judgement gets fuzzy as you try to stretch it out. Also you got a tad heavy on the inside rudder. You had plenty low AOA so it's not as dangerous as when you're slow and a higher AOA. A turn to the other runway would've been fantastic with plenty of room to L flap it and come on down and land. I say all that to say this: great job. I'm glad it worked out.
A turn to the other runway "could" have put me head-on with someone landing ro taking off, so there was that thought. I had, once before, chosen to release at about the same point due to (somehow) becoming very low and slow behind (under) the towplane, making the same return..
Jesus, dude pulls the impossible turn like it's nothing. Gliders are something else. I would never attempt that move in an engine out situation flying a single engine prop.
200 feet AGL with no obstacles in the path could easily give me a mile in the air before touchdown. Here, using google Maps, and the logged flight path, it looks like about 4200 feet traveled to touchdown. 55 seconds in the air after losing the tow.
It's good not to land on the first runway that was in sight just after the break. Who knows who is currently starting there. But the flat gras area left of that runway seemed perfect for a save landing. And I assume you did put the flaps into landing position after 0:55, while still having to turn to the runway, which is too early for my taste. Thanks for sharing!
Flight Path: tinyurl.com/vf2cv3y5 I don't see a taxiway on the left. Another runway, which may or may not have had someone landing or taking off putting us head to head.
Making decisions confidently - that is an experienced glider pilot ! I ´d love to fly gliders in countries with so much space on airfields. You could have landed everywhere.
(In my opinion) I would have decided to land straight ahead and perform a forward slip. Judging the height the rope broke (roughly 100 feet AGL), I would not have attempted to turn back around.
Sorry to write this especially since I am still in training and not yet a licensed glider pilot, but it seems like you decided to make a risky low altitude 180 turn still having enough area to land ahead. You then made a skidding turn and then you were short of hitting the runway with your right wing when you made your final adjustments just over the ground. You had probably practised quite a few simulated rope breaks beforehand. For me this video illustrates how important the training is and that proper reacting in a real emergency is probably more difficult than most of us would like to think. Thank you for sharing.
Yeah sailplane people always love doing this low baseleg nonsense. It’s a key trademark of their hobby so if you didn’t know that you must not be in any training at all.
@@KandiKlovernonesense. First, thats not even a base leg... Second, I'm also a glider pilot, and I can tell you I'd never get in a plane with this guy. His flying made me very nervous, and he made weird and dangerous decisions. His landing was beautiful... But I don't like the decisions he took...
@@katierobinson5464 Maybe this was your impression. This was a typical graveyard turn. The pitch and airspeed saved him. I wish myself the same amount of luck.
@@MattCantSpeakItoh, you’re one of those people. Those who say captain Sully made the wrong decision and will never fly with him even though he perfectly made the right decisions and ditching it on the water.
Good job getting back safely. Can you tell us why the rope broke? Where did the rope break? It is required that the glider pilot inspect the tow rope before being towed. Tow ropes are cheap. There is no reason to use a worn rope.
I had to do it once before - somehow got very low and slow "under" the towplane. Looked outside, decided I was high enough, and made the same turn back.
I'll point out the wind seemed to be coming from the right, but you turned left. That's what led to that very low turn to align back. If you'd turned into the wind it would have made for less than 180 degrees of turning rather than more.
Turn to the right would put me over obstacles more obstacles. Left gives another runway, rass be side it, grass beside the takeoff runway, and 4000 feet of runway.
Flight Path: tinyurl.com/vf2cv3y5 Turn to the right? Many obstacles - drainage ponds, trucking company, treelines. Turn to the left? Many options depending on distance traveled. The low turn to align with the runway was at about 30 feet AGL. The wing dip calculated to be 6 to 10 feet.
Fantastic footage! Would you be open to allowing me to feature this clip in my next episode? I'll make sure to credit you fully in both the video and description. Thank you.
The angle of the yaw string is accentuated due to the angle of the camera. Even when centered it appears off to the left in the camera. This glider is somewhat wobbly in yaw, always hunting back and forth. I agree there wasn't a slip, but the speed (around 70mph) was 25mph over stall at 45mph or less depending on the flap extension. No air brakes/spoilers on this glider, flaps only.
W pilot for playing the flute and controlling a whole aircraft at a time!! 🤯🤯🤯
Slide whistle I think.
At the flight academy, we had a cadet who had flown gliders before enrolling. He had a very clean flying technique and when we started flying jets he was the best cadet in our class. Thank you for incredible video with outstanding panoramic view. My full respect and sub
Lucky you guys got those long ass runways.
Watching that yaw string made me pucker on my couch!! Speed saved. Glad it worked out. Less rudder, more bank!!!
The camera angle accentuates the appearance of skid. I've added a "dot" at the center of the end of the yawstring for future reference.
@ I put a dot on mine as well. Easy reference. And yes, when I video from the side of the cockpit it does skew the angle. I always enjoyed teaching rope breaks, as well as safe turns back to the runway after overshooting while on base. Steep turns are the answer. We’d really crank it over to reduce the turning radius so it’d shorten the distance covered over the ground and get us back into a good position quickly with the string centered. I learned to trust steep turns from Derek Piggot (his book is amazing).
I’ve a bunch of hours in the 1-34 and loved every minute of it. Always wanted to fly a 1-35 but never had the chance. Very handsome glider! Enjoy!
@@elmoreglidingclub3030 aren't steep turns dangerous when having no power doing a 180 turn back to the runway, ie the dreaded suicide turn? doesnt steep turns drastically increase the wing loading and aoa as u try to maintain altitude during the turn, increasing the stall speed and risk? or are things totally diff in gliders from powered a/c when u have those wings with insane lift capabilities? never heard anyone advocate for more steep bank in a power out 180.
@ Steep turns are not dangerous. Stalling near the ground is very dangerous.
The wing is what turns the airplane, not the rudder. Using the rudder to turn-and maintaining a “safe” (which is an illusion) shallow bank is exactly what leads to a stall and spin. When returning to the runway we want to reduce the distance covered over the ground. The safest and most efficient way to do that is to back steeply-while keeping the yaw string (or ball) centered. That way, we cannot skid and cannot stall. (Unless we have power on and yank the nose up). Also, we are not concerned with maintaining altitude. If we are so low that we cannot turn back, then land ahead or to one side. To minimize the ground track, and to maximize safety, immediately drop the nose to slightly below the horizon, roll into a steeply banked and coordinated turn, trim for best glide, and fly the aircraft (powered or glider) back to a landing on or beside the runway. In a glider, this can be easily accomplished from 200’ AGL. In fact, I have never done it without having to open the spoilers to get down. The two key aerodynamic facts to remember are (1) the wing turns the airplane so use it for maximum effect, and (2) the rudder is to keep the turn coordinated, which is crucial. A 3rd one is speed: never pull the nose up to “avoid the ground” or to extend the glide. That will only increase the risk of stalling. Keep the nose below the horizon and all will be well and you’ll have plenty of speed.
Great questions!
Holy moly, nice save, and never thought I'd see a video from the airport I'm training for my PPL out of!
Not a glider pilot but I've done a couple of pleasure flights. Looks like you made the right decisions at all points. Lots of trees on the right so turn to the left. Plenty of grass that way. Better to turn back to known open space than ditch in front. The turns looked well balanced and when touching down it wasn't skidding.
At our club ( The Alberni Valley Soaring Association ) we initiate a 30 degree turn to the right of the runway on the climbout. This way
if you have a towrope failure ,it is a 210 degree turn back to the runway. This puts you back on the centerline of the runways without any additional
turns if performed at 150' agl.
Any lower than 150' agl ,we would aim back towards the runway then land straight ahead once aligned with the runway.
Airplane pilots: "that's an impossible turn!". Glider pilots: ....
I like to see glider pilots do their utmost to stay alive. It seemed there was plenty of room to land ahead with full airbrake and landing ahead is always the safest option and even if it results in a groundloop and broken glider. Turning back after a low aerotow failure accounts for probably around 25% of fatalities in gliding. I'm sure you're a very skilled pilot but unfortunately none of us are fully aware of the risks. Thanks for posting the vid.
As a glider pilot we practice 200 ft rope breaks until we are comfortable. Understand this is not possible in power planes but is easily achieved in gliders with quick decision making and precise airmanship.
Flight Path: tinyurl.com/vf2cv3y5
Landing ahead - lights at the end of the runway, possible bounce across the other runway, rough area beyond the runway, finally fence, road, and powerlines. This glider has flaps only, no spoilers/brakes, will practice a landing with full flaps from 75mph at 200 feet and see how far it floats.
Always hit the release! There could be busted rope dangling in the air. The low turn to align for the runway was... Interesting. I'm glad it worked out. Looks like you kept the speed up, the nose low, and all was well. Extremely calm rope break. I haven't had a real one yet. But I would want to practice releasing the busted rope AND no low turns below 100' your height judgement gets fuzzy as you try to stretch it out. Also you got a tad heavy on the inside rudder. You had plenty low AOA so it's not as dangerous as when you're slow and a higher AOA.
A turn to the other runway would've been fantastic with plenty of room to L flap it and come on down and land.
I say all that to say this: great job. I'm glad it worked out.
A turn to the other runway "could" have put me head-on with someone landing ro taking off, so there was that thought.
I had, once before, chosen to release at about the same point due to (somehow) becoming very low and slow behind (under) the towplane, making the same return..
Jesus, dude pulls the impossible turn like it's nothing. Gliders are something else. I would never attempt that move in an engine out situation flying a single engine prop.
200 feet AGL with no obstacles in the path could easily give me a mile in the air before touchdown. Here, using google Maps, and the logged flight path, it looks like about 4200 feet traveled to touchdown. 55 seconds in the air after losing the tow.
Nicely done!
It's good not to land on the first runway that was in sight just after the break. Who knows who is currently starting there. But the flat gras area left of that runway seemed perfect for a save landing.
And I assume you did put the flaps into landing position after 0:55, while still having to turn to the runway, which is too early for my taste.
Thanks for sharing!
Why not landing on the taxiway on the left? Only a 90 degrees turn
Flight Path: tinyurl.com/vf2cv3y5
I don't see a taxiway on the left. Another runway, which may or may not have had someone landing or taking off putting us head to head.
thought the same tbh
アメリカのBusyなTraffic状況下でグライダーを飛ばすことは想像もできません！
日本からGreat Job!!
That was only about 170’ agl and 70 knots. Should have pulled the release, full airbrake and in straight ahead.
Making decisions confidently - that is an experienced glider pilot ! I ´d love to fly gliders in countries with so much space on airfields. You could have landed everywhere.
Flight Path: tinyurl.com/vf2cv3y5
We do have a lot of room at Zephyrhills. Less on takeoff to the south.
(In my opinion) I would have decided to land straight ahead and perform a forward slip. Judging the height the rope broke (roughly 100 feet AGL), I would not have attempted to turn back around.
I calculate the altitude from the flight log as right at 200 feet AGL. The altimeter lags, the barometric sensor in the Oudie is very sensitive.
I'm glad it worked out. That skidding turn was scary to me. The airspeed pulled it through, whereas a slower airspeed would have resulted in a spin.
The not exceeding the critical angle of attack is what did that, actually.
Shouldn't you pull the release to release the end of the rope still attached to the glider?
Nice job Ray. Thank you for posting. I found your 1-35 videos most helpful when I made my first landings in #77.
Sorry to write this especially since I am still in training and not yet a licensed glider pilot, but it seems like you decided to make a risky low altitude 180 turn still having enough area to land ahead. You then made a skidding turn and then you were short of hitting the runway with your right wing when you made your final adjustments just over the ground. You had probably practised quite a few simulated rope breaks beforehand. For me this video illustrates how important the training is and that proper reacting in a real emergency is probably more difficult than most of us would like to think. Thank you for sharing.
Looked like an absolutely beautiful job to me. At that altitude it's not an impossible turn for a glider, depending on conditions.
Yeah sailplane people always love doing this low baseleg nonsense. It’s a key trademark of their hobby so if you didn’t know that you must not be in any training at all.
@@KandiKlovernonesense. First, thats not even a base leg... Second, I'm also a glider pilot, and I can tell you I'd never get in a plane with this guy. His flying made me very nervous, and he made weird and dangerous decisions. His landing was beautiful... But I don't like the decisions he took...
@@katierobinson5464 Maybe this was your impression. This was a typical graveyard turn. The pitch and airspeed saved him. I wish myself the same amount of luck.
@@MattCantSpeakItoh, you’re one of those people. Those who say captain Sully made the wrong decision and will never fly with him even though he perfectly made the right decisions and ditching it on the water.
Wait, they managed to fit a theremin in a glider?
Good job getting back safely. Can you tell us why the rope broke? Where did the rope break? It is required that the glider pilot inspect the tow rope before being towed. Tow ropes are cheap. There is no reason to use a worn rope.
The rope detached from the Schweizer Release on the towplane. The rope did not break,, and my end did not fail.
The club now plans to replace the Schweizer Release with a Tost Release, which should be more secure against "uncommanded release" at the tow plane.
Also … I wish you would post the other 1-35 videos here.
Perfect.
Not an impossible turn for a glider 😉
I had to do it once before - somehow got very low and slow "under" the towplane. Looked outside, decided I was high enough, and made the same turn back.
I'll point out the wind seemed to be coming from the right, but you turned left. That's what led to that very low turn to align back. If you'd turned into the wind it would have made for less than 180 degrees of turning rather than more.
Turn to the right would put me over obstacles more obstacles. Left gives another runway, rass be side it, grass beside the takeoff runway, and 4000 feet of runway.
Flight Path: tinyurl.com/vf2cv3y5
Turn to the right? Many obstacles - drainage ponds, trucking company, treelines.
Turn to the left? Many options depending on distance traveled.
The low turn to align with the runway was at about 30 feet AGL. The wing dip calculated to be 6 to 10 feet.
Fantastic footage! Would you be open to allowing me to feature this clip in my next episode? I'll make sure to credit you fully in both the video and description. Thank you.
Yes.
@raydunzl2025 Thank you very much.
He solved perfectly !🤗
😮
do gliders not have the 'impossible turn' ?
Low turn back......🫣🤔?? Thank heavens that turned out the way it did.
0:44, 1:06 - that was quite slow while skidding (look at the jaw string) - the second time even with air brakes. 🫣
The angle of the yaw string is accentuated due to the angle of the camera. Even when centered it appears off to the left in the camera. This glider is somewhat wobbly in yaw, always hunting back and forth. I agree there wasn't a slip, but the speed (around 70mph) was 25mph over stall at 45mph or less depending on the flap extension. No air brakes/spoilers on this glider, flaps only.