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Scary Glider Outlanding | Pure Flying Episode 2
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- Опубліковано 19 сер 2024
- DISCLAIMER: Don´t try this at home! The landing circuit and low level curves are dangerous. Fly safe!
Glider outlanding with my Std. Libelle at Pribina Cup 2018 in Slovakia. I tried to get a lift until the very end, but I had no chance. The wrong decision was made in the second assigned area...
"Don't try this at home"
It's physically impossible to try it at home
*Boots up Xplane 11*
Unless you owned loads of land, then you could do this at home
You mean you never seen a house fly?
Have you not learned anything from up
that's why he is saying to not try it at home... doh
I am kind of surprised by your decision making process there Stefan, you're such an experienced and skilled glider pilot, this was a picture book example of how not to perform an outlanding. Maybe you learned from the experience, it's great to watch your videos.
I can learn from his experience (and not risk a glider or the ire of my CFI) so I'm grateful.
Thank you for sharing, particularly when you know you will receive criticism. My field landing last year was similarly disorganised to yours in terms of field selection, but I certainly had the gear down before I flew a (too cramped, but well-defined) circuit. Last Sunday - having been out with an instructor in the motor glider the weekend before doing field selection - I found myself very low and this time made better decisions: field chosen and within reach. gear down etc. When I hit a thermal, I was then able to thermal more confidently - with an extra 5kt speed - and climb away. My error was in not realising that the ground I was above was 400' AGL, not 83' at my home field, so I was actually thermalling at 700'. Given that you have to be prepared (worst case) to lose 600' in a turn, this was poor judgement on my part. I have survived the experience and share it in the same spirit - let's learn from one another's mistakes or near-misses.
there is like no way to lose 600' in ONE turn. you would have to encounter more than 10 m/s downdraft...
True, but he is right, that it should be avoided.
@@NodaxWoW thank you for the Comment, i was also thinking the same +2
Gekurbelt bis das Rad mitrollt, oh is ja noch garnicht draussen 😐
I am at a loss to see what is scary about this outlanding, as the entire landscape looked like one big airfield. There were fields in every direction that were totally suitable for landing a sailplane.
It's because he made the decision to outland to late. He had perfectly landable fields in every direction, wich should have made it an easy decision to land but instead he tried to thermal really low to the ground. This makes it difficult to focus on landing, because by the time you stop thermalling your basically already on short final and you should still do the checklist.(you can see he extends his gear basically at the last second) Besides having more time is never a bad thing.
@@adhdrenalin4392 Yes, that was the only dangerous issue. One time I began to expect him to land on the golf course, although the area ´was littered with good landing spots. I liked the way he used the ground effect to get near to a road. The landing part was absolutely safe.
Exactly. And he was in a relatively hi-performance glider, not a 222 or 233 trainer.
I've never flown sail planes/gliders. I have jumped out of them though! As an experienced skydiver I have to say I've had some pretty scary outlandings once in a while. From 500 to 300ft coming in (final landing approach) the ground can look nice and grassy but on final flare sometimes the soil is pretty rough there can be hidden objects not noticed from higher up. My canopy flares flat at about 30-40kms depending on the winds coming across an uneven surface like that can cause injuries. I don't know if this 'unknown surface' problem is the reason for the poster to call it 'scary'?
Competitions are great for learning ,but also people take more risks,the field before the last hedge was the one to choose, nice grass field and upsloping perfect, but the outcome was good, fly safe stefan you are a talented young pilot with a good future in flying,just pick your outlanding fields from a higher altitude then try and thermal out . Kind regards bill
The field and position where I landed was my preferred one. But at minute 0:35 I should have landed directly. Thank you!
Dass diese Außenlandung alles andere als vorbildlich ist, sollte wohl allen klar sein. Trotzdem ist es gut sowas selbstkritisch mit anderen zu teilen, da jeder hieraus etwas lernen kann: wie man es nicht machen sollte und wie man selbst es besser machen würde. Jeder ist selbst dafür verantwortlich, zu entscheiden, wann man eine Außenlandung anfangen will - mir hat dieses Video gezeigt, dass ich keinen Meter Höhe für mehr Risiko verschenken sollte. Denn sonst sieht es eklig aus - oder schlimmer...
Verbesserungsvorschlag: den Disclaimer auch im Video anzeigen - nicht jeder liest sich die Info-box durch
Danke für den konstruktiven Beitrag! :)
gliding_aviation o
You are fine. Glider is fine. Please don't do it again.
Often times, a colour change can also mean there's a fence. You made that last "colour change" at really low altitude. I had a save from 800ft (my lowest ever) a couple of weeks ago, but it was at the downwind/base turning point, so the paddock was ready in case it didn't work out.
we should rather start to think about rules which prevent the pilots from fighting until the end. A virtual outlanding when a certain AGL is undershot would prevent such actions and the pilot could prepare his outlanding with only having the outlanding in mind and not at the same time still trying to find a thermal in 100m AGL. This video does not show any dangerous flying though, because the pilot has at any time several options and he is obviously skilled in flying low circles without affecting his speed margin. If you want to see really hazardous flying, then check the motorized pilots which glide until 100m AGL and then turn on the turbo on top of unlandable fields just to gain a few extra kilometer. We have to stop reward this behaviour with extra points, thats why we need a AGL rule.
Changing hands (several times) to extend the landing gear at flare altitude IS dangerous flying.
@@tinchote opposite is true: You have to change hands when you extend the landing gear. The bad accidents happen when people leave the stick allone while extending the landing gear with the right hand and the glider is not trimmed correctly.
@@LSVFlachkurbler Well, if you think it is safe to extend the landing gear at 5 metres above the ground while close to the flare, and on top of that changing hands on the stick, we clearly have nothing to talk about safety.
Luckily you missed all those nice green fields. Just about made the plowed one!
Low thermalling is okay when directly above landable fields. I dont get why you fly for so long above perfectly landable fields. Get the Gear out. Grab the speedbrakes and take action. Eliminate unknows from the equasion man!!! :)
You Europeans and speed brakes you kill me. They are called spoilers because they are on the center of the wing. There is very little speed involved with their application.
"There is very little speed involved with their application" That may be one of the most uneducated comment i've seen in a long time...
Actually he is right. The spoilers are not there to alter the speed. Remkleppen is what i call them in my native language. Bet 1000 dollars my English is better than his Dutch 😂 Murricans
No, he is definitely not right. Spoilers are used to remove a significant amount of lift BUT they also increase the drag significantly, therefor altering the speed, also, alot of gliders don't use pivoted/angled spoilers, many have only vertical air brakes (both ontop and below the wing) which sure, they also remove the lift but they are mainly for altering the speed, especially when diving to not overspeed, those kinds of spoilers/air brakes/speedbrakes IS used to control the airspeed of the glider. To say that spoilers is not used to control the speed at all of a glider is 100% wrong.
Anna- NO BETS! Posted below is a conversation I had with a fellow Dutchman. I am just making a subtle point. Maybe it's my frustration not able to 'soar' anymore. 'Peace love and all that to you'. PS- If you know Eneri say Hi for me. PSS- I promise to stop -but I will pop Jesper
u2mister1
3 weeks ago
What the hell are airbrakes. They are spoilers. They spoil the lift of the wing.?
Eneri Giilaan
Eneri Giilaan
1 week ago
Different things.
Many gliders - especially older ones have what are called 'airbrakes'.?
u2mister1
u2mister1
1 week ago
Eneri Giilaan- Nice try, THEY are called SPOILERS. I learned to fly in the 80's.
Their only job is to spoil Lift/Drag.
No one should call them 'Air brakes'.
Now some gliders have 'Dive Brakes' which are 'speed limiting' but very few.?
u2mister1
u2mister1
1 week ago
There was a glass glider built back then that had a drag shoot the pilot deployed in the landing pattern, probably on final glide, that didn't effect the wing. I guess you could call that an 'air brake'.?
u2mister1
u2mister1
1 week ago
The commercial airlines have spoilers on their wings. They spoil lift so the pilot can raise the angle of attack to slow the plane. Now like the F-14 has 'Air Brake' behind the canopy but again that is not a part of the wing.?
Eneri Giilaan
Eneri Giilaan
1 week ago
I got my glider pilot license in the 70's - so in case you consider that important I would 'win' by default?
In any case - the planes I flew back then (K-8, Ka-6(CR), ASK-13, ...) all had Schempp-Hirth-type *airbrakes*. And as I said- that was more or less the norm for these older gliders. The Olympia here is even older design (late 1930's) and you are free to guess whether it utilized 'spoilers' or 'airbrakes' (the answer is 'airbrakes').
Here is a link to some educational material by the British Gliding Association discussing the difference:
members.gliding.co.uk/wp-content/uploads/sites/3/2017/08/2-11-AIRBRAKES-_-SPOILERS-2017.pdf
You can now consider yourself educated. And one additional note: please tune down your tone a bit in the future.?
u2mister1
u2mister1
1 week ago
Their job is to spoil lift, .... For
example, the glide ratio of a K13 at 55kt,
airbrakes closed, is about 25:1. If the same
airspeed is maintained, full airbrake reduces this
to approximately 6:1.
You can call them 'flight wreckers' or 'wing panel thingies' or 'ballistic busters' but because they are on the center of the wing, most efficient part for generating lift, they should be called what they are there for, spoiling lift/drag.
If they have a secondary, by product, of inducing drag...well that's the 'brakes'.?
u2mister1
u2mister1
1 week ago
Oh, I hope the British Glider assoc. isn't offended.?
Eneri Giilaan
Eneri Giilaan
1 week ago
Hmmmm ... did you read any further (emphasis added):
"The small loss of lift airbrakes cause when deployed..."
It is not entirely clear whether your learning to fly involved powered planes or gliders? When operating gliders - the distinction between 'airbrakes' and 'spoilers' is important and thus we need - and have - established terminology to tell them apart. For example - when applying 'airbrakes' you really have to push the nose down to maintain IAS - not so with 'spoilers'.?
u2mister1
u2mister1
1 week ago
I learned in gliders. Yes I've taken high time power pilots up, they operate the glider like it's a dump truck.
They have no idea about adverse yaw or pitch control until they get some actual "Flight time". But the word
'airbrake' would never be a topic.?
Eneri Giilaan
Eneri Giilaan
1 week ago
Ok. More or less confirms what I have been told by other glider pilots with similar passengers - and actually from some of those power pilots themselves ;)
Seems that perhaps the terminology is not that well established globally? I perhaps should add that my background is Finnish and the local terminology[$] - I choose to refer to the BGA material because I thought providing a link to a Finnish material could have been a bit counter productive?
[$] As a straight translation we speak about 'flight brakes' and 'spoilers' - but AFAIK the former are always translated as 'airbrakes'.?
u2mister1
u2mister1
1 week ago
We're cool, I just don't understand why the push to change wording on, it seems like, everything in today's world. Have a great, night??
Eneri Giilaan
Eneri Giilaan
1 week ago
Ok. And I understand.
Have a nice day too.?
B Kailua
B Kailua
1 week ago
@2umister1 this is clearly a flight in the UK. They have different terms for aviation items than we do in the USA. The term Airbrakes and Spoilers can be used and understood by people in the International Soaring community to be the same. FYI Boeing calls the spoilers on a 757 and 767 a Speed Brake in the Cockpit but calls the same device flight spoilers or ground spoilers in the operating manual.?
u2mister1
u2mister1
4 hours ago
B Kailua- Powered aircraft need all the help man can conjure up. Man made thrust needs man made brakes.
Gliders only need to counter natural 'lift' with 'spoilers' to maintain the health of the pilot.?
Eneri Giilaan
Eneri Giilaan
2 hours ago
My take from personal training and for example the training material of the British Gliding Association I linked in my second message above is still this:
1) The terminology seems to indeed differ at least between US and Europe
2) In Europe: if the 'thingies' mainly destroy lift but have smaller effect on drag - they are called 'spoilers'.
3) In Europe: if the 'thingies' mainly increase drag with smaller effect on lift - they are called 'airbrakes'.
4) When applying 'spoilers' the glide ratio decreases but IAS (indicated air speed) is not affected and thus the pilot doesn't have to touch the stick to change the attitude.
5) When applying 'airbrakes' the glide ratio is not affected primarily - but in order to hold the same IAS (and avoid stalling) the pilot must push the stick forward for more nose down attitude - and the end result is a reduced glide ratio as in case (4) above.
6) My personal opinion is that because of the differences of how to handle the plane in the situations (4) and (5) it is quite understandable to have two separate terms for the devices.
7) I also understand that it is not always that clear whether the main effect of sticking some blades out of your wing surfaces is the increase of drag or the reduce of lift. So there is also a rationale for using only one common term 'spoilers'.?
u2mister1
u2mister1
1 hour ago
Eneri- You say...
5) When applying 'airbrakes' the glide ratio is not affected primarily ...
but your source, which I stated earlier,...
For
example, the glide ratio of a K13 at 55kt,
airbrakes closed, is about 25:1. If the same
airspeed is maintained, full airbrake reduces this
to approximately 6:1...
Seems to be the 'The Rub'. Clearly their description of 25/1 reduced to 6/1 is NOT????? affected primarily?????
Eneri Giilaan
Eneri Giilaan
1 hour ago
Yes - not primarily - notice "if the same airspeed is maintained*". In order to *maintain the same airspeed you must push the nose down. Now - in this new attitude (with 55 kt IAS) the glide ratio is 6/1. In this sense the reduction of the glide ratio is secondary - it is due to having a new 'nose down' attitude.
You could also consider this - when maintaining this new attitude close the airbrakes - the glide ratio remains 6/1 but the IAS increases (a lot).
I really don't understand what is so hard to understand here. But I try once more:
1) Spoilers - open spoilers and don't touch the stick: the planes attitude does not change, the IAS does not change, the glide ratio reduces (due to reduced lift).
2) Airbrakes - open airbrakes and push the stick forward: new (nose down) attitude with the IAS same as before, the glide ratio reduces (due to new attitude).
The difference is that with the airbrakes you have to touch the stick - with spoilers you don't.
Do you disagree with (1) and (2) above? I have never flown a more 'modern' glider with 'spoilers' (as implicitly defined above) - so I might be wrong with (1). But I'm pretty sure that one had to be prepared to compensate with the stick when one did open the airbrakes of K8.?
u2mister1
u2mister1
44 minutes ago
I do not understand this 'SLIGHT' change in flight attitude needing a 'SLIGHT' push on the stick to compensate for a 'SLIGHT' change of airspeed having to do with a .0001% change. We all know rule #1 is maintain airspeed.
"You could also consider this - when maintaining this new attitude close the airbrakes - the glide ratio remains 6/1 but the IAS increases (a lot)".-------What? You just closed the spoilers and ballooned into a new L/D. Closing the 'airbrakes' are the 'Thingies' we are talking about. The L/D would return to standard flight norms.?
u2mister1
u2mister1
8 minutes ago
Eneri- Oh I get it..
"Yes - not primarily - notice "if the same airspeed is maintained*". In order to *maintain the same airspeed you must push the nose down. Now - in this new attitude (with 55 kt IAS) the glide ratio is 6/1. In this sense the reduction of the glide ratio is secondary - it is due to having a new 'nose down' attitude."
You are conflating LIFT/DRAG with GLIDE SLOPE.
One is airframe and one is pilot planning.?
Jeepers that was terrible to watch. You should have your aiming point and be somewhere on your circuit at 700 feet/200m above the ground, and turning onto finals by at least 500 feet/150m. There's no excuse to not land with the lines on the fields in this case, if it was nil wind. You should be decisive about landing out, nice and early. Waffling around like this is an invitation for your wing to clip a tree or the ground.
That microphone appeared to be in a choice location. Hope he has dental extras.🇦🇺
You glider pilots are on another level than powered flight people. All your landings are engine failure drills. However the sink rate of those machines is incredible.
I had a scary first solo in a 2-33 just last week. During aerotow we went through a huge rotor vortex and I got nervous and disconnected from the tow plane. While flying back to the airport at pattern altitude I encountered a lot of wind shear. I flew my downwind leg in a headwind causing me to lose a lot of altitude by pitching down to keep my airspeed high . I flew a very uncoordinated base to final and overshot the runway and then bounced the landing three times. Scariest day of my life, but I’m lucky to have kept flying the plane and kept my airspeed up.
A video of my solo is here ua-cam.com/video/0d8EsJWF-uE/v-deo.html
Seemed like an awful lot of dangerously low level turns for no reason.
Are you a pilot? Didn't think so
2:16 pretty much my same reaction watching the video ! Nice and thank you for sharing. Safe flights !
great landing and great field!, not sure i've ever tried to land crossing beds, but that was smooth anyway!
almost killed the rabbit at the right side on the field :O 1:36
Haha, I have never noticed the rabbit in this video. :D
‘Sounded like 4 or 5 landings, actually. Glad it worked out.
Beautifully executed outlanding 👏
Great stuff! I love the Libelle! A bit cramped but a beautiful flyer! Much better than the Cirrus! Well done that landing. I assume you had been screwing around for a while over those fields, ensuring yourself there were no wires etc.. the danger is that people start referencing to the ground rather than to airspeed. With slightly sloping terrain that can be dangerous and that’s where stall spin accidents happen, especially with these gliders that are so quiet inside. Perhaps you could provide a bit more educational comment for viewers to learn from
A fatal cocktail of 'never say die' and 'spoiled for choice'.
There's a nice long field without tree lines to the right of where you landed. I would have picked that field from at least 1000' and poked around looking for lift until I had to take the circuit. Usually I get away, but no drama if I can't.
Scary 🤔 acres and acres of LZ's
For a moment I thought maybe you were going to get a "hole in one".
Four smooth landings for the price of one :)
We as humans all make mistakes that we hopefully survive and learn from but in retrospect " any landing you can walk away from is maybe not for the record books but never the less a good one!
Surprising to me is he appeared to be landing at an angle to the grain of the field (tire tracks in this case)
Jeez nearly the whole landscape is like bleeding Heathrow Airport, you could have landed a light 737 haha!
Das ist beste Beispiel dafür , wie man KEINE Außenlandung macht!
I am really missing the "scary" part? You have dozen of km² to choose for your landing?
OK, it was not optimal to constantly flying back&forth in only a few meters over the ground but the final approach and positioning the plane only a few meters away from the "road" beside the field was flawless!
Nice outlanding but really nothing scary...
The "scary" part probably was trying to catch that "Last minute lift" way too low. An adequate choice of landing field and final approach should've been done much earlier (higher) than shown here. On the other hand he was quite aware of all the choices he had and maybe he decided to try it nonetheless.
@@ChrisA7X89 I think it cannot be seen if the pilot did have exactly this landing field in mind. If you have chosen your landing field and there is an opportunity to get a "last lift" most pilot would try that instead of ignoring and simply land.
I sometime also did this by myself: I choose a landing field in case I get below 500m and then I try to stay near to this field searching for thermal lifts. If I am lucky and find something - it is nice. But as long as I stay really close to my "new" landing location I can try finding a thermal lift until 100m over ground - especially in such a wide open area like here in this video.
Thanks for posting this. Davon kann man auch lernen. People can also learn from this -- how not to do it. If you never land out [like me] you're not trying hard enough.
I don't object to low-level turns in principle: aerodynamically, height above ground is not relevant -- the aircraft doesn't see the ground. However, if you drop a wing while doing so, your life is at stake -- quite literally so. I think that your field selection process is somewhat more interesting here -- and in the end, it appears you don't have that crosswind landing down, but instead, you're more or less landing sideways. Is that an illusion?
Langer was almost Kurzer.
Nice landing,bring back memories!
Very smooth landing , congrats
Thats honestly a beautiful landing
Landing wasn't scary but the pilot's decision making, or rather the lack of it was. I have 35 outlandings in my logbook; most of them in Ireland, some of them in fields as small as 5 acres. Many of mine were done in my ASW 20 FL.
you guys landing out make me WAY nervous
Was this on purpose for the video?
Seriously, your ability to remain calm and collective is textbook perfect. Excellent landing during a scary time. Doesn't even look like your glider suffered any damage.
It's educational for less experienced glider pilots, like me. There's more to the landing than the touchdown - the circuit beforehand for example. He lowered the landing gear very close to the ground, which requires holding the stick with the left hand and, as you see, a big change of trim - it makes me nervous and slightly horrified to see actually. I get the (probably not accurate) impression of a pilot confident that there's nothing but huge empty flat fields all around, so no need to take an outlanding seriously or follow the practiced procedure. Stefan is a very experienced pilot and he got away with it - if I made the same decisions here there's an excellent chance I'd be scattering wings and limbs across a field!
tl;dr: landing a glider in a field should _not_ be a scary time, and if it is, you've made mistakes much earlier than touchdown!
In meinem Augen zwar knapp, aber immernoch safe genug. Hattest ja gute Felder in alle Richtungen bereit und somit jede menge Alternativen. Nur die Nummer mit dem Fahrwerk war dezent kriminell 😅
Ja, da gebe ich dir in beiden Punkten Recht.
I only have Hang Gliding experience but it looked like you did not have a clear plan. Just letting it unfold is very risky. Keep safe.
Nothing scary about this landing! Well done.
As a glider pilot, it was terrifying.
Any landing you can walk away from...
Flying is easy, when it comes out all right...
That's a terrible saying. "I survived, so everything is fine". Not at all. Such mentality is a great recipe to end up in disaster.
Outlanding in Nitra SVK :-) So far and so close to airport :-)
As far as off-airport landings go, he did great.
Good outcome, I will prefer the road next to golf course but this plane float a lot
Tja..die Aussenlanding ist hinsichtlich Entscheidungshöhe und der daraus folgenden, nicht vorhandenen Einteilung sehr grenzwertig.So darf man das keinesfalls machen...Flugschüler..nehmt es als selbskritisches Beispiel wie man es nicht machen darf.
Bin selbst kein Flieger, aber ich würde in so einem Fall mal vorher per Funk durchgeben was los ist. Wenn Du verunglückst weiß nicht mal jemand bescheid, dass Du Hilfe brauchst und evtl. in Not bist. Oder gibt es nen automatischen Crash-Funk?
Gruß
Kein Problem, der Bauer pfluegt die Reste unter.
Looks like a good landing. I know what the whoopee sound is and how its used but i think it would drive me nuts continually listening to it.
Good grief, the lack of a circuit and landing point along with putting the wheel down like that was not good to watch...
Translation: I Fucking put it in a soybean field. Can someone bring me a beer!!
I guess to land rowed dirt is better than grass ?
I would have opted for the field across the road from the golf course.
When I saw the golf course I thought yeah upscale and probably people and phones and any curious would be a pleasant encounter and probably helpful.
Zwei Wochen Startverbot ist das mindeste.
Sieht auf dem Video zwar schon „sportlich“ aus, aber soooo schlimm wie viele das hier in den Kommentaren beschreiben ist es nicht. In Nitra sind ja die Äcker größer als bei uns viele Flugplätze und man kann praktisch überall sicher Landen. Nur manchmal eben blöd mit dem Hänger zum Flugzeug zu kommen....
The landing didn't seem that scary, and the pilot did a fine job landing. I saw a number of dirt roads, like at the golf course and adjacent the field he landed in. Are those difficult to land on?
This was probably not *too* unsafe due to the circumstances (landable fields EVERYWHERE), nice weather and presumably predictable wind directions, but making an outlanding with this low altitude margin is actually very dangerous. If you get a strong gust of tailwind during a turn, or miscalculate your speed due to the unfamiliar visual references at low altitude, you'll stall, and probably with one wing first since you're in a turn. That has a high likelihood of becoming a deadly crash. You'd rather fly a normal circuit with a single 90-degree turn before landing at a pre-planned location (maybe selected a few minutes before). Golf courses are not ideal due to uneven terrain, but the fields in the video are excellent landing spots.
Sorry, but what is scary about this landing? You cannot find better place to land safe than you does. All is flat around you, averywhere around you are roads to get you back into trailer ... Only clickbait, nothing more.
Fahrwerk noch dran ? Sieht nach reichlich Seitenwind aus. Und fährst Du das Fahrwerk immer so spät aus ?
Ja, die Landung an sich war ziemlich smooth, auch wenn ich aufgrund der Bodenwellen ein paar mal aufgesetzt bin. Der Seitenwind hatte keine Probleme gemacht... und das Fahrwerk fahre ich im Normalfall an der Position aus. Hier aber erst ziemlich spät, um den Luftwiderstand möglichst lange gering zu halten. Das Ziel war es oben auf dem Acker zu landen, um auf dem Feldweg den Flieger abbauen zu können. Sonst hätte ich auch überall anders landen können (was nicht so krampfhaft ausgesehen hätte).
Und die ganz Coolen halten auch in brenzligen Situationen den Steuerknüppel wie ein Mikadostäbchen mit zwei Fingerspitzen. Immer wieder sehe ich das. Sind eben alles Könner. Mir wird schlecht...
Alter du fliegst nicht oder ?
At the beginning of the video pilot had to have a solid plan where to land, while he was still trying to decide on place to land. Bad training, or should I say no training at all. He got lucky. At 300 meters altitude you have to have at least one solid plan, better 2 or 3.
For this kinda flying I would've been grounded for 5 days at least (do you know what it is?). Back to ground school.
Cooles Video 👍 ich bin noch flugschülerin und hatte heute meinen ersten seilriss
Nimm dir das aber bitte nicht als Vorbild...
Da muss ich Florian zu 100% Recht geben. Bitte nicht als Vorbild für eine Außenlandung nehmen!! Bei einer Außenlandung gehört es sich auch eine Platzrunde zu fliegen, so wie am Flugplatz.
Ja wir werden das noch alles vernünftig lernen
Sichere Landung is eine gute Landung:-)
Nice spotting! Btw, what kind of sunglassed do you use?
She'll be right mate!
I keep expecting to see the soup dragon.
Hey, warum macht man eigentlich Wasser in die Tragflächen? möchte man nicht Leicht bleiben?
Das erhöhte gewicht verbessert die schnellflugeigenschaftenm
It wasn’t that bad. No damage to you or your aircraft. Were there better fields, yes, but we’re all perfect pilots in hindsight.
Hm. Nach einer schulmäßigen Landeinteilung sah das jetzt nicht ganz aus. 🤔
Super gut Abgefangen😊😊
Nice to see you safely down but what was that annoying noise on the audio??
electronic vertical speed indicator (e-vario). It tells if you're climbing or descending and how fast. It's not that annoying in the plane, you get used to it quickly.
I'm no expert - flown a bit and been passenger in a glider - but that was a 'right side up' landing - and that is fine by me.
I suppose it wasn't the worst spot to land in....
Ich bin kein Pilot und wüsste als Laie gerne, was der Fehler war?
Lieber Malte, es sind leider eine ganze Reihe von Fehlern und das alles nochmal gut gegangen ist sollte nicht darüber hinweg täuschen das 1. Die Entscheidung zur Aussenlandung zu spät/zu tief getroffen wurde bzw. immer noch probiert wurde ein Steigen zu finden obwohl mit jeder Sekunde sichtbar die Optionen für eine sichere Landung weniger werden. Die Entscheidung sollte bei 300-500m AGL getroffen werden und die einmal getroffene Entscheidung ist beizubehalten. 2. In ein Aussenlandefeld sollte nicht im Geradeausflug einfach blindlings reingelanget werden sondern wenigstens aus einem Gegenanflug heraus auf Hindernisse, Zäune, Gräben, Ackerfurchen abgesucht werden sowie die Windrichtung festgestellt werden. Dann ein ordentlicher Anflug mit Queranflug und stabilem Endanflug sowie dem Flugzeug bereits in Landekonfiguration (Fahrwerk ausgefahren und verriegelt). Für das alles braucht es ca. 150m AGL, nicht mehr, aber die braucht es einfach. Die Physik und Safety Rules gelten auch und erst recht bei Wettbewerben. Schlussends wurde offensichtlich der Seitenwind von rechts massiv unterschätzt bzw. ausser Acht gelassen und gar nicht kompensiert. Das führt dann dazu, dass man dem Fahrwerk, dem Flugzeug und dem Piloten jede Ackerfurche spüren lässt statt entlang einer Furche am Feldrand zu landen um nicht zuletzt auch den Flurschaden gering zu halten. Der Pilot sollte dieses Video dringend mit einem FI debriefen und das Thema Aussenlandung noch einmal gründlich studieren und am Doppelsteuer trainieren.
Sound was funny😃
Wind, Wires, Slope.
Were the speed brakes u/s?
Es gibt kühne und alte Piloten. Kühne, alte Piloten gibt es nicht.
So, the lesson learned from this is what Stefan? I need to know so it doesnt happen to me in xplane 11 vulkan!
It seems you never took the clear desition to landout
What happens in these cases? Who comes and pick you up?
What was scary about this out landing ??!!
Hm... wenns dudelt muss man einkreisen... :D War von der Entscheidung etwas sehr tief, aber die Landung war ja soweit i. O.
I think this is the main reason I'm going to get a glider with an FES or tubine so this doesn't happen to me lol.
it happens
Warum, um Himmels Willen mit Crosswind? Es war genug Zeit und Raum für eine Gegenwindlandung!
In dem Gelände war die Neigung mehr entscheident als eine Gegenwindlandung. Im Video kommt die Bodenkontur relativ schlecht rüber...
wrong altimeter setting
No, it has to do with air pressure.
Ever get tired of watching rich kids play with expensive toys.
What kind/brand of glider is this?
Dude how did you ever get solo? It was HAMMERED home to me during my glider training that you are COMMITTED to a field landing below 500m. After that, it's NO LIFT. You plan your circuit, fly it with full checks on the downwind leg, and land. Gear down at 3m altitude and a slow, no airbrake landing across the furrows of a field with turns down to less than 30m altitude... you're asking to die, very politely.
Tom Kelsall Below 500 AGL there are sure lifts and it is possible to climb there! Everybody has his own attitude to risk, but this outlanding was ok in my opinion. I had not too much room for mistakes, that's true!
Landing without landing gear is not nice to the glider, but doesn't hurt me and there were all fields good for outlanding
500m or about 1,650'? That's quite high and - during training and early solo - probably entirely reasonable. Yes, I did make some criticisms myself (as well as owning up to my own indiscretion), but there is a difference in acquired skills between low time pilots and those with a bit more flying under their belt - the trick is the balance, as it's often the higher time pilots who push their luck during competitions and come unstuck.
...and where's the balance in this video? He's made just about every mistake I was ever taught about in circuits and a few more besides. He had not firmly selected a field until he collided with one.
@@stonelaughter There is no such rules about that Tom :)! And how do you even winch laucnh if you cant thermal below 500m? You're wrong man. There are rules by EASA that says: 500 feet AGL when you're over non-populated areas and 900ft above highest building over populated areas. Stefan is below those 500 feet when he makes the decision, bu so what. i don't know if you have seen how pople fly in the competitions? But if you can't handle this, defently don't take a look at that, becuase they search for thermal intil they stand on the ground xD. Now here is an ideal rule of thumb. At 1200ft AGL you find your field, but continue to search for lift. at 800ft you head back to the field, and at 500 ft you stop thermaling and start you approach. Now, another thing you don't take into consideration, is the corcumstances in this video. Stefan is thermaling above such perfect fiels, which give him more space to operate at lower levels than useal. Tom i don't know how experinced you are, but stopping all seach for lift at 1500ft is just nonsence... Have a great christmas and blue sky to all :)
@@flymexx320 Clearly I was talking about cross country flying, not local to your airfield. And I'm telling you what I was trained, not about any rules; so I'm not "wrong". I'm merely relaying the information I was given.
Cooles video
Wieso fliegen die Leute auf wettbewerben immer so einen murks zusammen?...
Lieber tot als 2 Punkte weniger.
nices video aber warum hast du das Rad so spät rausgeholt ?? @Stefanlanger
Danke! Ich war eigentlich schon zu tief, um da oben auf dem Acker zu landen und wollte möglichst lange den Luftwiderstand vom Fahrwerk vermeiden. Im Prinzip hätte man da auf dem Acker auch weiter unten landen können, allerdings wäre da der Abtransport schwieriger gewesen. War alles nicht so perfekt... den letzten Suchkreis hätte ich nicht mehr machen sollen und alles wäre entspannter gewesen.
Kenne das ja selber bin zwar noch Schüler aber dann kurbelt man doch noch mit 180m ein anstatt zu Position zu fliegen
und nur aus Interesse kennst du ein Ulrich Schulze er ist trainer im D-Kader und bei uns im verein
Open vareo? Haben wir jezt auch bei uns eingebaut
What’s so „scary“ on it ?
Thats what's known as getting in a rut .
Gear lowered 5m above the ground :D
As a instructor I would send you for minimum of 4 double instructing flights..
Haha, I don´t need instruction flights :D
@@SteFly It looks like you do :-)
I only try these landings in Condor.
sieht das nur so aus oder hattest du so starken seiten wind
Ja stimmt, waren schon so 25 km/h Wind von rechts.